DE602004009678T2 - SHOCK DAMPER STEERING DEVICE - Google Patents

Description

TECHNICAL AREA

The The present invention relates to a shock absorbing (shock absorbing) steering device for one Use in a motor vehicle according to the preamble of claim 1, which is a steering column as a main element and with an impact energy absorbing Element that is set up so that it has an impact energy, the through a secondary collision an occupant (driver) of the vehicle is generated in a collision of the vehicle dampens.

BACKGROUND OF THE STATE OF THE TECHNOLOGY

The steering apparatus of this kind is arranged such that in the event of a secondary collision of the vehicle occupant or driver with, for example, the steering wheel attached to the steering column, the steering column is detachable from the body of the vehicle and axially in the forward direction of the vehicle is movable while a resistance to this movement of the steering column (that is, an impact energy damping load) is generated. That is, an impact energy absorbing element is provided so as to attenuate an impact energy generated by the secondary collision. More specifically, for example, the impact energy absorbing member is configured to deform when the steering column is moved in the forward direction so that a force causing deformation of the impact energy damping member is generated as the impact energy damping load. The pamphlets JP-U-6-79 690 and JP-Y2-6-45 415 disclose examples of steering devices of the type described above.

The two examples of the steering apparatus disclosed in the above-mentioned publications use an elongated metal plate or an elongate metal strip, which is referred to as an energy-damping plate (a shock-absorbing plate), as the impact energy absorbing member. This energy absorbing plate is disposed between the steering column and a portion of the vehicle body. More specifically, this is in the document JP-U-6-79 690 disclosed steering apparatus (hereinafter referred to as "the first prior art apparatus") provided with a pillar-holding structure (which is referred to in this publication as a "column holder"), which is adapted to hold a pillar body, which is a main portion of the Steering column is. The energy absorbing plate has an intermediate portion in the form of a substantially U-shaped energy absorbing curved portion which is simply accommodated in a space formed between the column body and the pillar holding structure. Further, an end portion of the energy absorbing plate is welded or otherwise fixed to an upper portion of the outer peripheral surface of the column body. In the in the publication JP-Y2-6-45 415 On the other hand, an end portion of the energy absorbing plate is fixed to a portion of the vehicle body (for example, a vehicle body) in a disclosed steering apparatus (hereinafter, referred to as "the second prior art apparatus").

The publication EP-A-1 247 721 shows a generic a shock absorbing steering apparatus for use in a motor vehicle with (i) a steering column to be attached to a portion of a body of the vehicle such that the steering column is detachable from the body of the vehicle and in a forward direction the vehicle is movable in the case of a secondary collision of an occupant of the vehicle in a collision of the vehicle, wherein either the steering column or the portion of the body of the vehicle has a mounting portion, and the other portion that is that portion of the body of the vehicle or A steering column has a holding portion, and (ii) an impact energy absorbing member to be mounted on the mounting portion, wherein the impact energy absorbing member has an engagement portion which is engageable with the holding portion, wherein the impact energy absorbing element is deformable when the steering column in the nach v orn pointing direction of the vehicle is moved while the engaging portion is held in engagement with the holding portion, whereby the impact energy absorbing element damps a shock energy generated by the secondary collision. The shock absorbing apparatus is characterized in that it further comprises: an energy damping load change mechanism operable to reduce an impact energy absorbing load generated by deformation of the impact energy absorbing member depending on the speed of movement of the steering column in the post front-facing direction of the vehicle relative to the portion of the body of the vehicle.

The Impact energy absorbing member has an engaging portion which engages with the holding portion can be brought. The impact energy absorbing element is deformable when the steering column is moved in the forward direction of the vehicle while the Engaging portion is held in engagement with the holding portion, whereby the impact energy absorbing element one through the secondary collision generated impact energy attenuates.

The publication US-A-5,378,021 FIG. 12 shows a compressible steering column apparatus with one end abutting an impact energy absorbing element. FIG an outer peripheral surface of a steering column is fixedly welded and the other end is seated by means of a screw to a portion which is fixed to a vehicle.

The publication US-B1-6,224,104 discloses a shock-absorbing steering column mechanism in which a coupling element of an impact energy absorbing device is welded to a lower portion of a steering column and secured by a bolt to a bracket which is bolted to a vehicle body.

The publication US-A-5,209,135 shows a steering column device, similar to the publication US-A-5,378,021 is, in which an energy absorbing element is connected to a steering column and a vehicle body.

DISCLOSURE OF THE PRESENT INVENTION

at the first device In the prior art, it is necessary that an energy-damping plate at the upper portion of the outer peripheral surface of the steering column and more specifically the column body safely welded or otherwise secured. This requirement reduces the Ease of assembly of the steering device. At the second device of the state The technology requires that the energy-absorbing Plate on the vehicle body is attached while the steering column the vehicle body is attached. This requirement increases the complexity of the process to assemble the steering unit in relation to the vehicle body. While the first described above and the one described above second device of the prior art suffer from these disadvantages suffer different other steering device The prior art also to specific disadvantages. In These are improvements for the purpose of overcoming the disadvantages of the steering devices of the prior art required to provide an improved steering apparatus, that with a shock energy absorbing Element is provided.

It is therefore an object of the present invention, a shock-absorbing steering device according to the generic term of claim 1 to develop such that its structure a Improvement experiences.

These Task is by a shock-absorbing steering device with the Characteristics of claim 1 solved.

advantageous Further developments are defined in the dependent claims.

The The object set forth above can according to the principle of the present To be solved invention that a shock absorbing steering device for a use in a motor vehicle provided with (i) a steering column, to attach to a portion of a body of the vehicle so is that the steering column from the body of the Vehicle detachable is movable and in a forward direction of the vehicle is in the case of a secondary collision an occupant of the vehicle in a collision of the vehicle, either the steering column or the section of the body of the vehicle has a mounting portion, and the other portion this means this section of the body from the vehicle or the steering column a holding section, and (ii) an impact energy absorbing element, which is to be mounted on the mounting portion, wherein the impact energy absorbing element has an engagement portion with the holding portion in Engageable, wherein the impact energy absorbing element is deformable, when the steering column is moved in the forward direction of the vehicle while the Engaging portion is held in engagement with the holding portion, whereby the impact energy absorbing element one through the secondary collision generated impact energy attenuates. The shock absorbing Device is characterized in that it further comprises an energy damping load change mechanism, which is operable to produce an impact energy dissipation load generated by deformation of the impact energy absorbing element changes into dependence from the speed of movement of the steering column in the forward facing Direction of the vehicle relative to the section of the body of the vehicle.

The amount of impact applied to the steering column in the secondary collision of the vehicle occupant (driver) with, for example, the steering wheel is determined not only depending on whether the vehicle occupant has put on a seat belt or not, but is also affected by the kinetic energy of Vehicle occupants in the secondary collision determined. Namely, the shock applied to the vehicle occupant and the steering column increases with the increase in the kinetic energy of the vehicle occupant, that is, it varies depending on various factors, the impact acting on the steering column, and the weight of the vehicle occupant collide with the steering wheel include. In this regard, it is desirable to change the impact energy damping load generated by the deformation of the impact energy damping element based on a parameter indicative of the shock actually applied to the steering column to effectively damp the impact energy. The steering column is moved relative to the vehicle body by the kinetic energy of the vehicle occupant colliding with the steering wheel such that the speed of movement of the steering column increases as the driving kinetic energy increases inmates increases. Accordingly, the speed of movement of the steering column can be suitably used as a parameter indicating the shock actually applied to the steering column. In the above-described mode, the energy absorbing load change mechanism is provided to change the impact energy damping load depending on the speed of movement of the steering column, that is, depending on the magnitude of the impact actually applied to the steering column in the event of secondary collision of the vehicle occupant with the steering wheel, so that the shock applied to the vehicle occupant is effectively reduced by the deformation of the impact energy absorbing member, thereby protecting the vehicle occupant from the shock generated by the secondary collision.

Of the Expression "Speed the movement of the steering column ", which in connection is used with the form described above, it is interpreted that It means a speed at which the steering column is relative to a portion of the vehicle body is moved, where the steering column on the vehicle body is appropriate. The energy-damping load change mechanism Speed used can speed the movement the steering column over her total movement distance or speed at any one Time during the entire distance or the entire movement. Preferably The speed becomes a relatively initial period of movement the steering column through the energy-dissipating Last change mechanism used as this speed at a relatively early Time after the initiation of the movement of the steering column to tends to accurately reflect the thrust, the actual on the steering column in the secondary collision the vehicle occupant is applied to the steering wheel. The term "impact energy absorbing Last "is interpreted as that he has a resilience to the forward facing Movement of the steering column relative to the vehicle body means.

Of the energy-absorbing Last change mechanism (Change mechanism for the energy-absorbing Load) provided in the form described above, can be constructed as needed by the deformation the impact energy absorbing Element to be generated impact energy absorbing Load changes. For example, the energy-damping load change mechanism an electrical device such as an electrically actuated actuator that's how it works that he will be the impact energy absorbing Load under the control of an electronic control device according to one Signal controls that the detected speed of movement of the Steering column indicates. Alternatively, the energy-damping Last change mechanism a purely mechanical device that operates according to the principles of dynamics is. The application of the mechanical device described above is more desirable in view of the simplification of the structure and the control and reducing the cost of the steering device.

It It should be noted that the above shock-absorbing Steering device one fundamental Form of the present invention and that the present invention can be performed in various other forms, the following under the heading "DETAILED DESCRIPTION THE PRESENT INVENTION "are discussed and each have specific features and benefits.

BRIEF DESCRIPTION OF THE DRAWINGS

1 shows a side view in axial cross section of a shock absorbing steering apparatus according to a first example.

2 shows a plan view of the in 1 Shock-absorbing steering device shown.

3 FIG. 11 is an enlarged fragmentary side view in axial cross section of a relationship between a body-side bracket, a break-away bracket, a guide member, an energy-absorbing plate, and other elements incorporated in FIG 1 are shown.

4 FIG. 11 is a plan view showing the relationship between the body-side bracket, the break-away bracket, the guide member, the energy-absorbing plate, and other elements incorporated in FIG 3 are shown.

5 shows an enlarged fragmentary partially cutaway front view of the relationship between the body-side bracket, the break-off bracket, the guide member, the energy-absorbing plate and other elements that in 1 are shown.

6 FIG. 12 shows a rear view of the relationship between the body-side bracket, the break-away bracket, the guide member, the energy-damping plate, and other elements inserted into the body. FIG 3 to 5 are shown.

7 shows an enlarged side view of the in the 1 to 6 shown guide element.

8th shows a plan view of the in 7 shown guide element.

9 shows a view from the back of the in 7 shown guide element.

10 FIG. 11 is an enlarged fragmentary front view showing a relationship between the guide member and the energy absorbing plate incorporated in FIG 3 are shown.

11 Fig. 11 is a partial side elevational view in axial cross section of a modification of the shock absorbing steering apparatus of the first example incorporated in Figs 1 to 10 is shown.

12 shows a partial side view in axial cross section of a shock absorbing steering apparatus, which is constructed according to a second example.

13 shows an enlarged perspective view of an in 12 shown rectangular three-sided clamping device.

14 shows a partial side view in axial cross section of a modification of the in 12 shown shock absorbing steering apparatus of the second example.

15 shows a partial perspective view of a shock absorbing steering apparatus, which is constructed according to a third example.

16 FIG. 12 is a partial side view of a first modification of the shock absorbing steering apparatus of the third example shown in FIG 15 is shown.

17A shows an enlarged perspective view of a guide element and a connecting band, which in 16 are shown, and 17B shows a cut-away perspective view of a break-off bracket, which in 16 is shown.

18 shows a partial perspective view of a second modification of the shock-absorbing steering apparatus of the third example, wherein the guide member and the connecting band, which in the 16 and 17 are shown, are integrally formed with each other.

19 FIG. 11 is a partial side elevational view in axial cross section of a third modification of the shock absorbing steering apparatus of the third example shown in FIG 15 is shown.

20 FIG. 12 is a partial cross-sectional side view in axial cross section of a fourth modification of the shock absorbing steering apparatus of the third example of FIG 15 ,

21 Fig. 12 is a fragmentary perspective view schematically showing a shock absorbing steering apparatus constructed according to a fourth example.

22 Fig. 10 is a fragmentary exploded perspective view of a shock absorbing steering apparatus constructed according to a fifth example.

23 FIG. 11 is an enlarged fragmentary side elevational view, in axial cross-section, of a relationship between a breakaway support, a guide member, an energy absorbing plate, and other elements incorporated in FIG 22 are shown.

24 FIG. 12 shows a plan view of the relationship between the break-away bracket, the guide member, the energy-damping plate, and other elements incorporated in FIG 23 are shown.

25 FIG. 12 is a fragmentary front elevational view in axial cross section of a relationship between a communication hole of the break-away bracket, the guide member, the energy absorbing plate, and other members shown in FIG 24 are shown.

26 shows an enlarged sectional side view in axial cross section, that of 23 corresponds to a first modification of the shock absorbing steering apparatus of the fifth example of the 22 to 24 is shown.

27 FIG. 12 is a fragmentary side elevational view, in axial cross-section, of a relationship between a pair of engaging claws and a pair of engaging protrusions of the guide element incorporated in FIG 26 is shown.

28 Fig. 14 is a fragmentary exploded plan view of a second modification of the shock absorbing steering apparatus of the fifth example, wherein a pair of engaging projections of the guide member are formed integrally with a pair of upper holding pieces.

29 shows a view from the back of the in 28 shown guide element.

30 FIG. 12 is a fragmentary plan view of a third modification of the shock absorbing steering apparatus of the fifth example incorporated in FIGS 22 to 24 is shown.

31 shows a side view in axial cross section of a shock absorbing steering apparatus, which is constructed according to a sixth example.

32 shows a plan view of the in 31 Shock-absorbing steering device shown.

33 FIG. 11 is an enlarged fragmentary, partially cut-away rear view of a relationship between a body-side retainer, a break-away bracket, an energy-absorbing plate, and other elements incorporated in FIG 31 are shown.

34 shows a side view in axial cross section along a line MM of 33 ,

35 shows a perspective view of the in the 31 to 34 shown energy-damping plate.

36 FIG. 12 is a perspective sectional view of an energy absorbing plate used in a first modification of the shock absorbing steering apparatus of the sixth example incorporated in FIGS 31 to 35 is shown.

37 FIG. 12 is a fragmentary perspective view of a body-side bracket used in a second modification of the shock-absorbing steering apparatus of the sixth example incorporated in FIGS 31 to 35 is shown.

38 FIG. 12 is a fragmentary perspective view of a body-side bracket and an energy-absorbing plate used in a third modification of the shock-absorbing steering apparatus of the sixth example incorporated in FIGS 31 to 35 is shown.

39 FIG. 12 is a fragmentary perspective view of an energy absorbing plate used in a fourth modification of the shock absorbing steering apparatus of the sixth example incorporated in FIGS 31 to 35 is shown.

40 FIG. 12 is a fragmentary perspective view of a body-side bracket and an energy-attenuating plate used in a fifth modification of the shock-absorbing steering apparatus of the sixth example incorporated in FIGS 31 to 35 is shown.

41 shows a partial top view of a shock absorbing steering apparatus, which is constructed according to a seventh example.

42 shows a partial side view in axial cross section of some elements of the in 41 shown shock-absorbing steering device.

43 shows a side view in axial cross section for explaining the operation of the in 42 shown elements.

44 FIG. 12 is a fragmentary plan view of a first modification of the shock absorbing steering apparatus of the seventh example incorporated in FIGS 40 to 43 is shown.

45 FIG. 12 is a fragmentary plan view of a second modification of the shock absorbing steering apparatus of the seventh example incorporated in FIGS 40 to 43 is shown.

46 shows a partial side view of some elements of the in 45 shown shock-absorbing steering device.

47 shows a side view for explaining the operation of the in 46 shown elements.

48 shows a partial perspective view of a shock absorbing steering apparatus, which is constructed according to an eighth example.

49 shows a partial side view in axial cross section of some elements of the in 48 shown shock-absorbing steering device.

50 shows a side view in axial cross section for explaining the operation of the in 49 shown elements.

51 FIG. 12 is a fragmentary perspective view of a modification of the shock absorbing steering apparatus of the eighth example incorporated in FIGS 48 to 50 is shown.

52 shows a partial side view in axial cross section of some elements of the in 51 shown shock-absorbing steering device.

53 shows a side view in axial cross section for explaining the operation of the in 52 shown elements.

54 shows a side view in axial cross section of a shock absorbing steering apparatus, which is constructed according to a ninth example.

55 shows a plan view of the in 54 Shock-absorbing steering device shown.

56 Fig. 11 is an enlarged fragmentary, partially cutaway side view showing a relationship between a body-side bracket, a break-away bracket, an energy-absorbing bracket Plate and other elements of the device, which in 54 is shown.

57 shows a side view in axial cross section along a line NN of 56 ,

58 shows a perspective view of the energy absorbing plate, which in the 54 to 57 is shown.

59 FIG. 12 is a perspective view of an energy absorbing plate used in a modification of the shock absorbing steering apparatus of the ninth example incorporated in FIGS 54 to 57 is shown.

60 shows an enlarged sectional side view of a shock absorbing steering apparatus, which is constructed according to a tenth example.

61 FIG. 12 is a partial rear sectional view partially in section of a relationship between a body-side bracket, a break-away bracket, an energy-attenuating plate, a solenoid coil and other elements of the shock-absorbing steering apparatus disclosed in FIG 60 is shown.

62 FIG. 12 is a perspective schematic view showing the relationship between the body-side bracket and an energy absorbing plate inserted into the body. FIG 60 and 61 are shown.

63 shows an enlarged fragmentary partially cutaway view from behind, that of 56 showing a shock absorbing steering apparatus constructed according to an eleventh example.

64 shows a perspective view, which schematically shows a in 63 represents shown energy-damping plate.

65 shows a side view in axial cross section, that of 57 showing a shock absorbing steering apparatus constructed according to a twelfth example.

66 shows a side view of a shock-absorbing device, which is constructed according to a first embodiment of the present invention.

67 shows a plan view of an in 66 Steering column shown.

68 shows a side view in cross section of the in 66 shown steering column.

The 69A and 69B show perspective views of a rear tube of the 66 shown steering column with attachment to the vehicle body and a shock-absorbing device, which is provided in the first embodiment.

70 FIG. 10 is an enlarged view of a portion of a resistance-generating apparatus shown in FIG 66 is shown.

71 FIG. 10 is an enlarged view of a portion of the resistance-generating apparatus shown in FIG 68 is shown.

72 FIG. 12 is a perspective view of grooves formed in a shock-absorbing plate of the resistance-generating device incorporated in the FIG 66 to 71 and protrusions formed on a pinch roller for the purpose of deforming the shock-absorbing plate, and engageable with the grooves.

73 FIG. 16 shows a view of a relationship between a magnitude of a resistance force .sigma 66 to 71 shown resistance generating device is generated, and a moving speed v of a column moving section.

74A and 74B FIG. 12 shows views of a resistance generating device used in a shock absorbing steering apparatus constructed according to a second embodiment of the present invention. FIG.

The 75A and 75B Fig. 10 shows views of a resistance generating device used in a shock absorbing steering apparatus which is a modification of the second embodiment.

76 shows a side view of a shock absorbing steering apparatus, which is constructed according to a thirteenth example.

77 shows a plan view of an in 76 Steering column shown.

78 shows a side view in cross section of the in 76 shown steering column.

The 79A and 79B show perspective views of a rear tube of the 76 shown steering column with attachment to a vehicle body, and of a shock absorbing device, which in the device of 76 is provided.

80 shows a view corresponding to a side view of the steering column, wherein in the 79A and 79B shown shock-absorbing device is shown.

81 shows a cross-sectional view for explaining the structure of the in the 79A and 79B Shock-absorbing device shown.

The 82A and 82B show front views of the in the 79A and 79B Shock-absorbing device shown.

The 83A and 83B show views of the column moving section in its moving state after its release in the shock absorbing device incorporated in the 79A and 79B is shown.

84 Fig. 11 is a view corresponding to a side view of the steering column, showing the shock absorbing device provided in a modification of the shock absorbing steering apparatus of the thirteenth example.

85 shows a perspective view of a shock absorbing plate, which is provided in a shock absorbing steering apparatus, which is constructed according to a fourteenth example, and of a portion of the device, on which the shock absorbing plate is mounted.

86 shows a cross-sectional view of the portion of the device, where the in 85 shown shock-absorbing plate is mounted.

87 FIG. 10 is a cross-sectional view of a portion of a modification of the shock absorbing steering apparatus of the fourteenth example to which a shock absorbing plate is mounted. FIG.

88 FIG. 10 is a cross-sectional view of a shock absorbing plate provided in a shock absorbing type steering apparatus constructed according to a fifteenth example and a portion of the apparatus on which the shock absorbing plate is mounted.

DETAILED DESCRIPTION THE INVENTION

• (1) Stoßdämpfendes Lenkgerät für eine Verwendung in einem Kraftfahrzeug mit (i) einer Lenksäule, die an einem Abschnitt von einem Körper des Fahrzeugs derart zu befestigen ist, dass die Lenksäule von dem Körper des Fahrzeugs lösbar ist und in eine nach vorn weisenden Richtung des Fahrzeugs beweglich ist in dem Fall einer Sekundärkollision eines Insassen des Fahrzeugs bei eine Kollision des Fahrzeugs, wobei entweder die Lenksäule oder der Abschnitt von dem Körper des Fahrzeugs einen Montageabschnitt aufweist, und der andere Abschnitt das heißt dieser Abschnitt des Körpers von dem Fahrzeugs oder die Lenksäule einen Halteabschnitt aufweist, und (ii) einem Stoßenergiedämpfungselement, das an dem Montageabschnitt zu montieren ist, wobei das Stoßenergiedämpfungselement einen Eingriffsabschnitt aufweist, der mit dem Halteabschnitt in Eingriff bringbar ist, wobei das Stoßenergiedämpfungselement verformbar ist, wenn die Lenksäule in der nach vorn weisenden Richtung des Fahrzeugs bewegt wird, während der Eingriffsabschnitt in Eingriff mit dem Halteabschnitt gehalten wird, wodurch das Stoßenergiedämpfungselement eine durch die Sekundärkollision erzeugte Stoßenergie dämpft,

wobei das stoßdämpfende Gerät dadurch gekennzeichnet ist, dass es des Weiteren Folgendes aufweist: einen Energiedämpfungslaständerungsmechanismus, der so betreibbar ist, dass er eine Stoßenergiedämpfungslast, die erzeugt wird durch eine Verformung von dem Stoßenergiedämpfungselement, ändert in Abhängigkeit von der Geschwindigkeit der Bewegung der Lenksäule in der nach vorn weisenden Richtung des Fahrzeugs relativ zu dem Abschnitt des Körpers von dem Fahrzeug.Hereinafter, various forms of the steering apparatus which are considered to be inventive in accordance with the principle of the present invention will be described in detail. Each of these forms of the present invention is numbered according to the appended claims and will depend on the other mold or forms as appropriate for the purpose of facilitating understanding of the technical features disclosed in the present specification. It should be understood that the present invention is not limited to the technical features or any combinations of them that are described below. It should be further understood that a variety of elements or features included in any of the following forms of the present invention are not necessarily intended to be in concert with each other, and that the present invention may be practiced with at least one selected one of these elements or features which are described in terms of the same shape. It should be further understood that the Japanese Patent Application No. 2003-1368080 . 2003-286 678 . 2004-049 733 . 2003-310 419 . 2003-279 544 and 2003-290 149 on which the present application is based, incorporated herein by reference.

• (1) A shock absorbing steering apparatus for use in a motor vehicle having (i) a steering column to be fixed to a portion of a body of the vehicle such that the steering column is detachable from the body of the vehicle and in a forward direction of the vehicle Vehicle is mobile in the event of a secondary collision of an occupant of the vehicle in a collision of the vehicle, wherein either the steering column or the portion of the body of the vehicle has a mounting portion, and the other portion that is this portion of the body of the vehicle or the steering column a holding portion, and (ii) an impact energy absorbing member to be mounted to the mounting portion, the impact energy absorbing member having an engagement portion engageable with the holding portion, the impact energy absorbing member being deformable when the steering column is in the forward direction of the Fah while the engaging portion is held in engagement with the holding portion, whereby the impact energy absorbing member damps an impact energy generated by the secondary collision,

wherein the shock absorbing apparatus is characterized by further comprising: an energy damping load changing mechanism operable to change an impact energy absorbing load generated by a deformation of the impact energy absorbing member depending on the speed of movement of the steering column in the forward-facing direction of the vehicle relative to the portion of the body of the vehicle.

The above-described shock absorbing steering apparatus is a basic form of the present invention. As described above is, the impact energy absorbing member provided in the present steering apparatus is mounted on only one of the steering column and the relevant portion of the vehicle body, so that the steering apparatus can be assembled with ease with respect to the vehicle body. Further, it is not necessary that the impact energy absorbing member be welded or otherwise fixed to either the steering column or the portion of the vehicle body, so that the impact energy absorbing member can be easily and economically held in position. In addition, it is not necessary that the impact energy absorbing member is fixed to the other member, that is, the steering column or the portion of the vehicle body, so that the steering column can be assembled with ease with respect to the vehicle body.

In In the present application, the expression "the steering column is of the body of the Vehicle detachable and not movable in a forward direction of the vehicle to interpret that means that the steering column as Whole solvable and from the vehicle body is movable, but can be interpreted that meant is that only a rear portion of a column body of the steering column solvable and from the vehicle body is movable, the column body contractible and extendable, for example, when the column body is in a telescopic mechanism is provided. This means the steering column has a portion that is detachable from the vehicle body and wegbewegbar. Of the Expression "one direction pointing forward from the vehicle "is not in a horizontal direction limited, parallel to the longitudinal direction of the vehicle. If the steering column in relation to the vertical For example, if the horizontal direction is inclined, for example, the impact energy becomes while a movement of the steering column Steamed along its inclined axis. In this case means the after front-facing direction of the vehicle "a direction parallel to the longitudinal direction of the vehicle and which is in relation to the horizontal direction is inclined. This means the expression "after Front-facing direction of the vehicle "should be interpreted as that this direction and the directions that are more or less of the horizontal direction parallel to the longitudinal direction of the vehicles, are included. A similar Interpretation applies to the expressions "backwards pointing direction of the vehicle "," longitudinal direction of the vehicle", Etc.

Of Further, the phrase "impact energy absorbing Element that is mounted on the mounting section "does not interpret so that is meant that the impact energy absorbing Element welded to the mounting portion or otherwise secured but is to be interpreted as meaning that that impact energy damping element is simply assembled with respect to the mounting section. The impact energy absorbing Element is preferably set up with ease engageable with the mounting portion and from the mounting portion out of engagement can be brought, wherein the mounting portion of either the steering column or the relevant portion of the vehicle body is provided. Because the impact energy absorbing Element is deformable to the impact energy generated by the secondary collision to dampen, As indicated above, this damping element is as desired on the above mentioned Element that is the steering column or the portion of the vehicle body mounted so that the damping element relative to the one mentioned above other element that is the relevant section of the vehicle body or the steering column displaceable is to the impact energy to dampen. Furthermore, the impact energy absorbing Element preferably with a fitting portion or positioning to position it in relation to the mounting section hold.

The magnitude of the impact applied to the steering column in the secondary collision of the vehicle occupant (driver) with, for example, the steering wheel is determined not only depending on whether or not the vehicle occupant has put on a seat belt, but is also affected by the kinetic energy of the vehicle Vehicle occupants in the secondary collision determined. Namely, the impact applied to the vehicle occupant and the steering column increases with the increase of the kinetic energy of the vehicle occupant, that is, it varies depending on various factors such as the impact applied to the steering column and the weight of the vehicle occupant that collides with the steering wheel include. In this regard, it is desirable to change the impact energy damping load generated by the deformation of the impact energy damping element based on a parameter indicative of the shock actually applied to the steering column to effectively damp the impact energy. The steering column is moved relative to the vehicle body by the kinetic energy of the vehicle occupant colliding with the steering wheel, so that the speed of movement of the steering column increases with an increase in the kinetic energy of the vehicle occupant. Accordingly, the moving speed of the steering column can be suitably used as a parameter indicating the shock actually applied to the steering column. In the mode (1) described above, the energy damping load changing mechanism (or energy absorbing load changing mechanism) is provided to compensate the impact energy damping load depending on the moving speed of the impact energy That is, a steering column that changes depending on the magnitude of the shock actually applied to the steering column in the case of the secondary collision of the vehicle occupant with the steering wheel, so that the impact applied to the vehicle occupant is effectively reduced by the deformation of the impact energy absorbing member thereby protecting the vehicle occupant from the shock generated by the secondary collision.

Of the Expression "Movement speed of the Steering column ", which in connection is used with the above-described form (1) is so to interpret that a speed is meant at the the steering column moves relative to a portion of the vehicle body, in which the steering column on the vehicle body is attached. The one used by the energy damping load change mechanism Speed can change the speed of movement of the steering column over its Total distance of movement or speed at one during any time the total movement distance or the entire movement stroke. Preferably, the speed will be in a relatively initial one Movement period of the steering column by the energy damping load change mechanism used, because this speed is relatively early Time after the initiation of the movement of the steering column to tends to hit the push exactly that actually reproduces on the steering column in the secondary collision the vehicle occupant is applied to the steering wheel. The term "impact energy absorbing Load "(" impact energy absorption load ") or is so too interpret that a resilience to the forward facing Movement of the steering column relative to the vehicle body is meant.

• (2) Stoßdämpfendes Lenkgerät gemäß der vorstehend beschriebenen Form (1), wobei der Energiedämpfungslast-Änderungsmechanismus die Stoßenergiedämpfungslast bei einer Zunahme der Geschwindigkeit der Bewegung der Lenksäule erhöht.

The energy damping load changing mechanism provided in the above-described mode (1) may be configured as needed to change the impact energy damping load generated by the deformation of the impact energy absorbing member. For example, the energy damping load changing mechanism includes an electric device such as an electrically operated actuator that is operated to control the impact energy damping load under the control of an electronic control device in accordance with a signal indicative of the detected movement speed of the steering column. Alternatively, the energy damping load changing mechanism has a purely mechanical means operable according to the principle of dynamics. The application of a mechanical device described below is more desirable in view of the simplification of the structure and the control and the reduction of the manufacturing cost of the steering device.

• (2) The shock absorbing steering apparatus according to the above-described mode (1), wherein the energy damping load changing mechanism increases the impact energy absorbing load with an increase in the speed of movement of the steering column.

• (3) Stoßdämpfendes Lenkgerät gemäß der vorstehend beschriebenen Form (1) oder (2), wobei der Energiedämpfungslaständerungsmechanismus die Stoßenergiedämpfungslast derart ändert, dass die Stoßenergiedämpfungslast dann größer ist, wenn die Bewegungsgeschwindigkeit der Lenksäule höher als ein vorbestimmter Grenzwert ist, als in dem Fall, bei dem die Geschwindigkeit nicht höher als der vorbestimmte Grenzwert ist.

As discussed above, the speed of movement of the steering column increases with the increase in the magnitude of the impact or impact applied to the steering column. On the other hand, the movement distance of the steering column for damping the impact energy is determined by the specific structure of the steering apparatus, and more particularly by the specific structure for mounting the steering column to the vehicle body. For effectively dampening the impact energy within the predetermined movement distance of the steering column, it is desirable that the amount of impact energy to be dampened per movement distance unit of the steering column increase with the increase of the movement speed of the steering column. This object is achieved in the above-described mode (2) of the present invention, which is constructed so as to prevent "bottoming" of the steering column at the end of its predetermined moving distance or predetermined travel, which would cause a considerably large impact is applied to the vehicle occupant when the secondary collision of the vehicle occupant with the steering wheel produces a relatively high impact energy, and so as to gently dampen the impact energy over a relatively long distance movement of the steering column when the secondary collision generates a relatively small impact energy.

• (3) The shock absorbing steering apparatus according to the above-described mode (1) or (2), wherein the energy absorbing load changing mechanism changes the impact energy absorbing load such that the impact energy absorbing load is larger when the moving speed of the steering column is higher than a predetermined limit than in the case where wherein the speed is not higher than the predetermined limit.

• (4) Stoßdämpfendes Lenkgerät gemäß einer beliebigen Form der vorstehend beschriebenen Formen (1) bis (3), wobei der Energiedämpfungslast-Änderungsmechanismus die Stoßenergiedämpfungslast ändert, indem er eine Widerstandskraft gegenüber der Verformung des Stoßenergiedämpfungselementes (372) ändert.

The impact energy absorbing load may be continuously changed according to the moving speed of the steering column, or alternatively may be changed in steps depending on the moving speed, as in the above-described mode (3) of the present invention. That is, the impact energy absorbing load is made relatively high when the moving speed of the steering column is higher than the predetermined limit value, and it is made relatively small when the speed is not higher than the limit value. The present steering apparatus which can change the impact energy absorbing load in only two steps has a comparatively simple structure of the energy absorbing load changing mechanism.

• (4) A shock absorbing steering apparatus according to any one of the above-described modes (1) to (3), wherein the energy damping load changing mechanism changes the impact energy absorbing load by giving a resistance to deformation of the impact energy absorbing member (FIG. 372 ) changes.

The Impact energy absorbing load, which generates by the deformation of the impact energy absorbing element is, is then relatively low, when the impact energy damping element, for example in the shape of a plate is relatively easily deformable, and it is relatively low, if the plate is relatively deformed relatively speaking is. In the above-described mode (4) of the present invention is opposed to the resistance the deformation of the impact energy absorbing Element as a parameter that indicates the force that is necessary to cause the deformation of the impact energy absorbing element, and will be changed about the impact energy damping load to change. The term "resistance across from the deformation "is wide to interpret it as having a level of difficulty with regard to indicates the cause of the deformation of the impact energy damping element and not just to be understood as a tension that is required to cause the deformation, but also as a frictional force, that between the impact energy absorbing element and the mounting member, wherein the friction force is a resistance force that is an offset of the impact energy damping element counteracts relative to the mounting portion.

BEST MODE FOR CARRYING OUT THE INVENTION

below are some embodiments of the present invention and some modifications of them in the shape of a steering device for one Use described in a motor vehicle and in particular a shock-absorbing steering device of the type in the case of a pillar holder construction with an energy absorption plate is provided. For reasons the simplification are the embodiments described below divided into various groups, and the embodiments and their modifications of each group are detailed with reference to the attached drawings described. It should be understood that the present Invention not on the embodiments shown below limited is and otherwise under various changes, deviations and Improvements made may be such as those set forth in the above detailed description of the invention are described on the Professionals can come. The description given below will be the same Reference numerals in the various embodiments of the present invention Invention used to identical in terms of the function or similar To designate elements where appropriate, and a repeated one Description of these elements is avoided as much as possible unless some repetition seems necessary.

First group of examples

below are a first to fifth Example, which are similar to each other and the first Form a group of examples.

First example

i) construction of a shock-absorbing steering device of the first example

With reference to the 1 to 6 Shown is a shock absorbing steering apparatus constructed according to a first example. In this first example, the steering apparatus has a steering shaft 10 up, which is an upper shaft 11 and a lower shaft 12 has, which are axially movable relative to each other and which are rotatable with each other so that they transmit a moment. Thus, the steering shaft 10 contractible and extendable in the axial direction. The steering shaft 10 is freely rotatable by a support tube 20 supported, which is an outer tube 21 and an inner tube 22 has, which are axially movable relative to each other. Thus, the steering tube 20 also retractable in the axial direction and extendable. The steering shaft 10 and the steering tube 20 work together to form a columnar body 25 , This pillar body 25 with respect to a body of the motor vehicle is assembled so that the column body 25 is inclined, with its right end portion (under consideration in the 1 and 2 ) is arranged behind and above its left end portion.

The upper shaft 11 is through the outer tube 21 about a camp 13 so freely rotatably supported that the upper shaft 11 not relative to the outer tube 21 is axially movable. At the right end portion (as viewed in FIG 1 ) or the upper end portion of the upper shaft 11 is a (not shown) steering wheel, which is provided with an airbag device, mounted so that the steering wheel with the upper shaft 11 is rotatable. On the other hand, the lower shaft 12 through the inner tube 22 about a camp 14 freely rotatably supported and is at its left end portion (under consideration in 1 ) connected via a (not shown) universal joint with an intermediate shaft (not shown), which is axially retractable and extendable and is capable of the transmission of a moment. The intermediate shaft is connected via a universal joint with a (not gezeig th) steering gear box or housing, as is well known in the art.

The front or bottom end portion of the outer tube 21 axially slidably seats at a rear or upper end portion of the inner tube 22 , and the lower end portion of the outer tube 21 is with a bracket 21a and a rear support mechanism A. In the rear support mechanism A, a tilt mechanism for adjusting the tilt angle or inclining the steering shaft 10 and a telescopic mechanism for adjusting the axial length of the steering wheel 10 built-in. The outer tube 21 is on a bodyside mount 31 (which may also be referred to as a "steering support bracket") via the bracket 21a and the rear support mechanism A attached. The body-side mount 31 is attached to a portion of the vehicle body. On the other hand, the inner tube 22 at its front or lower end portion with a bracket 22a and a front support mechanism B, and is rotatable with another portion of the vehicle body via the bracket 22 and the rear support mechanism B connected.

The rear support mechanism A has a pillar support structure in the form of a break-away bracket 41 on, which is arranged so that they are on the outer tube 21 fixed bracket 21a so that supports the bracket 21a is rotatable or tiltable in the vertical direction. The rear support mechanism A further has a tilting mechanism 35 which is set up so that it is on the outer tube 21 fixed bracket 21a on and off the breakaway bracket 41 locked and free, and has a telescopic mechanism 36 which is set up to be the outer tube 21 to and from the inner tube 22 arrested and free.

The tilt mechanism 35 is constructed as is well known in the art, and is operable by a manually operated lever between a locking position and a release position. In the release position of the tilt mechanism 35 is the column body 25 relative to the break-away bracket 41 in a vertical plane integrally tiltable, which runs parallel to the longitudinal direction of the vehicle. The telescope mechanism 36 is also constructed as is well known in the art, and is operable by a manually operated lever between a locking position and a release position. In the release position of the telescopic mechanism 36 are the upper shaft 11 and the outer tube 21 relative to the lower shaft 12 and the inner tube 22 each axially movable so that the adjustment of the axial length of the column body 25 is possible.

The breakaway bracket 41 has a pair of arms 41a . 41b which extend in the lateral direction or transverse direction (width direction) of the vehicle, and is at the body-side bracket 31 by screws 44 that through in the respective arms 41a and 41b trained slots 41a1 respectively. 41b1 are introduced via intermediate elements in the form of resin capsules 42 and metallic rings 43 attached like this in 5 is shown. Every screw 5 is in a mother 32 screwed in to the body-side bracket 31 is attached.

The slots 41a1 and 41b1 passing through the breakaway bracket 41 are formed, allow this break-off bracket 41 in the forward direction relative to the body-side bracket 31 is moved in the case where a secondary collision of the vehicle driver (or occupant) with the steering wheel occurs in a collision of the vehicle with, for example, a vehicle in front. As indicated by dashed lines in 2 shown is each of the slots 41a1 and 41b1 through a rear half of the corresponding arm 41a . 41b formed such that the slot extends from an approximately central portion of the corresponding arm to its rear or upper end and is open at the rear end in the rearward direction (in the upward direction). Like this in 4 has each resin capsule 42 a cylindrical section 42a in the corresponding slot 41a1 . 41b1 sits and with the upper surface of the corresponding arm 41a . 41b connected is. If an impact force attached to the resin capsule 42 acts, exceeds a predetermined limit in the case of the secondary collision, the resin capsule 42 breaks or breaks. Every metal ring 43 is in the cylindrical section 43a the corresponding resin capsule 42 Press-fit, and the screw 44 is through the metal ring 43 and is attached to the body-side mount 31 attached. The impact force or impact force acts on the resin capsule 42 through the screw 44 and the metal ring 43 ,

The front support mechanism B is provided to rotatably support the inner tube 22 the steering tube 20 supports, and he has a ring 51 that rotates freely in a fitting hole 22a1 sits that through the bracket 22a formed at the front or lower end portion of the inner tube 22 is attached. The ring 51 is fixed to a portion (not shown) of the vehicle body by a bolt and a nut (both of which are not shown).

The shock absorbing steering apparatus constructed as described above has a steering column mounted in the 1 and 2 generally with the reference numeral 5 is shown. These steering column 5 indicates: the column body 25 (the steering shaft 10 and the steering tube 20 ); the rear support mechanism A, which the Aufbrechhalterung 41 , the tilting mechanism 35 and the telescope mechanism 36 having; and the front support mechanism B, which holds the bracket 22a having.

The shock absorbing steering apparatus according to the present first example further has an impact energy absorbing mechanism C interposed between the outer tube 21 and the inner tube 22 is arranged, as in the 1 and 2 is shown. The impact energy absorbing mechanism C is provided so as to dampen an impact energy generated in the event of a secondary collision at which the vehicle driver (or occupant) collides with the steering wheel in a collision of the vehicle. The impact energy absorbing mechanism C is disposed so as to allow the column body 25 axially contracted to thereby dampen or absorb the generated impact energy. Finally, the impact energy absorbing mechanism C is provided with an energy absorbing element 61 Mistake.

The energy absorbing element 61 is in a shear deformation mode or plastic deformation mode as a result of axial contraction of the column body 25 from his initial position of 1 and 2 deformable by more than a predetermined axial distance L1. The energy absorbing element 61 is formed of a resin, a light metal or similar material and has a generally C-shape in cross section. The energy absorbing element 61 is on the outer peripheral surface of the inner tube 22 attached in one piece.

The energy absorbing element 61 has a thin-walled support section 61a which slidably axially engages the front portion of the outer tube 21 supports, and a variety of ribs 61b located on the outer surface of the support section 61a are integrally formed. Ribs 61b experience shear deformation or plastic deformation through the front end portion of the outer tube 21 when the column body 25 more than the predetermined axial distance L1 axially contracts. Like this in 1 is shown has the energy attenuation element 61 a variety of projections 61c in each fitting holes 22b sitting firmly in the inner tube 22 are formed. The projections 61c are integral with an axially central portion of the impact energy absorbing element 61 designed so that it extends radially from the inner tube 22 extend inwards.

Every rib of the ribs 61b has a suitable protruding amount from the outer surface of the support portion 61a in the radially outward direction of the inner tube 22 and has a suitable axial length. If the outer tube 21 from their initial position of 1 and 2 relative to the inner tube 22 is moved axially in the forward and downward direction by more than the predetermined axial distance L1, the ribs become 61b deformed in the shear deformation mode or plastic deformation mode, whereby an appropriate amount of impact energy damping load is generated. The shape and number of ribs 61b can be selected as needed. (*1)

In the in the 1 to 6 The first example shown has the breakaway bracket 41 a main body portion having a middle portion 41c , which is approximately between the two arms 41a . 41b located in the lateral direction of the vehicle. The middle section 41c consists of two plates 41c1 and 41c2 partially arranged one above the other, as shown in FIG 3 is shown. The bottom plate 41c2 protrudes from the front end of the upper plate 41c1 by an appropriate distance in the axial direction of the column body 25 in front. That is the bottom plate 41c2 has a protruding front end section 41c3 at which a guide element 49 , which is made of resin, is mounted. An impact energy absorbing element in the form of an energy absorbing plate 71 is at the middle section 41c the breakaway bracket 41 mounted, the guide element 49 is arranged in between. In the present example, the middle section acts 41c the breakaway bracket 41 and the guide element 49 at the projecting front end section 41c3 of the middle section 41c is attached, together, to a mounting section 45 at which the impact energy absorbing element in the form of the plate 71 is mounted.

The energy damping plate 71 is a single generally elongate metallic plate capable of causing impact energy to be damped in the event of secondary collision of the driver (or vehicle occupant) with the steering column 5 (More specifically, with the steering wheel) is generated in a collision of the vehicle, in such a manner that the impact energy with a forward movement of the break-off bracket 41 is damped relative to the vehicle body, which takes place when the outer tube 21 from the column body 25 is moved axially forward relative to the vehicle body by the secondary collision. As shown in the enlarged illustrations of 3 to 6 shown has the energy damping plate 41 a U-shaped section 71a which engages the guide element 49 is held such that the U-shaped section 71a relative to the break-away bracket 41 is displaceable. The energy damping plate 71 also has a T-shaped engaging portion 71b which is formed at its upper rear end portion. The engaging section 71b is with a holding section 31a engageable on the body side bracket 31 is trained.

The U-shaped section 71a sits at the two plates 41c1 and 41c2 the breakaway bracket 41 and the guide element 49 of the mounting section 45 such that two opposing straight arms of the U-shaped section 41a in sandwich manner, the two superimposed plates 41c1 and 41c2 arrange in the vertical direction as shown in 3 is shown. The U-shaped section 71a has a curved or curved curved section 71a1 and the above-described two straight arms in the form of an upper arm portion 71a2 and a lower arm portion 71a3 passing each other through the curved section 71a1 are connected. The guide element 49 has a front section, with the curved section 71a1 is kept in contact, and acts as a guide portion 48 that is operable to hold the energy damper plate 71 along the curvature of the curved section 71a1 in a press and sliding contact with the curved portion 71a1 deformed when the outer tube 21 is moved axially relative to the vehicle body in the case of the secondary collision, as indicated above. The guide section 48 Also acts as an urging section that is operable to form a deformable element in the form of the energy absorbing plate 71 so urges that a deformation of the deformable element is effected.

The upper straight arm section 71a2 extends from the upper end of the curved portion 71a1 from the steering column 5 to the rear and is connected to the upper surface of the guide element 49 and the upper surface of the upper plate 41c1 the breakaway bracket 41 kept in contact. However, the upper arm portion 71a2 be kept in close proximity to the above-indicated upper surfaces. The upper arm section 71a2 ends at its rear end in the T-shaped engagement portion 71b , On the other hand, the lower straight arm portion extends 71a3 from the lower end of the curved section 71a1 from the steering column 5 to the rear and is connected to the lower surface of the guide element 49 and the lower surface of the lower plate 41c2 the breakaway bracket 41 kept in contact or held in close proximity to these surfaces. If the breaker bracket 41 is moved forward relative to the vehicle body, the lower arm portion 71a3 through a semi-cylindrical section 49f of the guide element 49 in sliding contact with the semi-cylindrical section 49f urged and is along the curvature of the semi-cylindrical section 49f plastically deformed. This semi-cylindrical section 49f forms the guide section described above 48 , This deformation of the lower arm portion 71a3 leads to a damping of the impact energy generated in the secondary collision described above, and to a change in the longitudinal position of the energy absorbing plate 71 in which the curved section 71a1 is trained.

The T-shaped engagement section 71b extends from the rear end of the upper arm portion 71a2 of the U-shaped section 71a up. In other words, the T-shaped engagement portion 71b formed by the rear end portion of the U-shaped section 71a1 has been bent such that the T-shaped engagement portion 71b perpendicular to the upper arm portion 71a2 stands. The T-shaped engagement section 71b has a pair of engagement pieces 71b1 and 71b2 on, which are formed at its upper end so that the engaging pieces 71b1 . 71b2 with the holding section 31a the bodyside bracket 31 are engageable, which is fixed to the vehicle body. Before the breakaway bracket 41 is moved forward relative to the vehicle body, the T-shaped engagement portion 71b to the rear by a predetermined distance L2 from an engagement position (indicated by a dashed-dotted line in FIG 1 and 3 shown), at which the T-shaped engagement portion 71b with the holding section 31a the bodyside bracket 31 engaged. Thus, a free running portion L2 is between the T-shaped engaging portion 71b and the holding section 31a (More specifically, the front end of a recess part 31a1 of the holding section 31a ) provided so that the break-off bracket 41 and the energy absorption plate 71 relative to the body-side mount 31 around the free running distance L2 from the initial position (before the movement) are freely movable. If the two engaging pieces 71b1 and 71b2 the engaging portion 71b in engagement with the holding section 31a the bodyside bracket 31 have been brought are the engaging pieces 71b1 and 71b2 subjected to a shear stress.

As indicated above, the holding section has 31a from the bodyside bracket 31 the recess section 31a1 which is open at its rear end in the rearward direction of the vehicle and with which the engaging portion 71b the energy absorption plate 71 can be brought into engagement. This deepening section 31a1 has a cutout having a width slightly larger than a width W1 from an upright portion of the T-shaped engagement portion 71b is. This section of the recess section 31a1 acts as a guide to guiding a movement tion of the T-shaped engagement portion 71b relative to the holding section 31a when the engaging portion 71b for engagement with the holding section 31a is brought. The upper surface of the recess portion 31a1 is inclined at its rear end portion to an initial operation of the engagement of the engagement portion 71b with the recess section 31a1 to facilitate. (* 2) In the present first example, the curved curved portion has 71a1 from the U-shaped section 71a the energy absorption plate 71 a smaller width than the width of the other sections 71a2 . 71a3 such that the impact energy absorbing load is at a relatively low rate in an initial period of engagement of the engaging portion 71b with the holding section 31a increases. Thus, the curved portion is used 71a1 having the relatively small width dimension as an initial load adjusting mechanism arranged to receive the impact energy absorbing load in the initial period of engagement of the engaging portion 71b with the holding section 31a established.

The guide element 49 has a pair of upper positioning protrusions 49A1 and 49a2 which are spaced apart in the direction of the width of the upper arm portion 71a2 spaced, and a pair of upper positioning and holding pieces 49b1 and 49b2 which are also spaced apart from each other in the aforementioned width direction, as shown in FIG 4 is shown. The upper positioning protrusions 49A1 and 49a2 are at the front end portion of the guide element 49 trained while the holding pieces 49b1 and 49b2 at the rear end portion of the guide member 49 are formed. The upper arm section 71a2 the energy absorption plate 71 is at its relatively forward section through and between the two upper positioning projections 49A1 and 49a2 positioned in the direction of the width and at their relatively rearward section through and between the two upper positioning and holding pieces (n) 49b1 and 49b2 positioned in the direction of width and in the direction of thickness. The front end portion of the lower arm portion 71a3 has a width that gradually increases in the rearward direction from its front end to its rear end, so that the impact energy absorbing load in the initial period of engagement between the engaging portion 71b with the holding section 31a gradually increases. The guide element 49 also has a pair of lower positioning and holding pieces 49c1 and 49c2 that are spaced apart in the direction of the width of the lower arm section 71a3 are spaced so that the lower arm portion 71a3 at its longitudinally central portion through and between the lower positioning and retaining pieces 49c1 and 49c2 is positioned in the directions of width and thickness.

In the present first example, the T-shaped engaging portion 71b a length or height in the direction of the thickness of the upper arm portion 71a2 greater than the height of the upper positioning and holding pieces 49b1 and 49b2 of the guide element 49 is. Like this in 4 is shown, the width W1 of the upright portion of the T-shaped engagement portion 71b less than a distance between the two upper positioning and holding pieces 49b1 and 49b2 of the guide element 49 designed so that the upright section between the two upper positioning and holding pieces 49b1 and 49b2 in the axial direction of the steering column 5 is mobile.

Like this in the 7 to 9 is shown, has the guide element 49 generally a form of a letter J, viewed in the plane of 7 and has the above-described two upper positioning protrusions 49A1 and 49a2 and the two upper positioning and holding pieces 49b1 and 49b2 for positioning the upper arm portion 71a2 the energy absorption plate 71 and the two lower positioning and retaining pieces described above 49c1 and 49c2 for positioning the lower arm portion 71a3 the energy absorption plate 71 ,

The guide element 49 has a recess section 49d and an engaging projection 49e for engagement with the projecting forward end portion 41c3 the breakaway bracket 41 like this in the 7 to 9 is shown, and the semi-cylindrical portion described above 49f for a plastic deformation of the lower arm portion 71a3 the energy absorption plate 71 , The guide element 49 has a rear extension 49n that stretch along the bottom plate 41c2 the breakaway bracket 41 extends, as in the 3 and 7 is shown, and the engaging projection 49e is at the rear extent 49n educated. The guide element 49 , which thus generally has the form of a J, as in 7 is shown at the breakaway bracket 41 mounted such that the rear end surface of the short upper arm, on which the upper positioning projections 49A1 and 49a2 are formed, facing the front end of the upper plate 41c1 the breakaway bracket 41 being held.

The two upper positioning and holding pieces 49b1 and 49b2 are integral with the rear extension 49n of the guide element 49 formed and extend through a through hole 41d through, through the break-off bracket 41 is formed, in such a manner that the upper end portions of the upper positioning and holding pieces 49b1 and 49b2 adjacent to the respective opposite side surfaces of the upper arm portion 71a2 the energy absorption plate 71 are arranged. Like this in 9 is shown, have the upper end portions of the two upper positioning and holding pieces 49b1 and 49b2 respective inclined surfaces S1 and S2 formed such that a distance between these two inclined surfaces S1 and S2 decreases in the upward direction in which the upper positioning and holding pieces 49b1 and 49b2 from the rear extension 49n extend, that is, in a direction of the lower arm portion 71a3 to the upper arm portion 71a2 out. The upper arm section 71a2 the energy absorption plate 71 is between each of the inclined surfaces S1 and S2 and the upper surface of the upper plate with respect to its width direction and its thickness direction 41c1 the breakaway bracket 41 positioned.

The two lower positioning and holding pieces 49c1 and 49c2 are also with the rear extension 49n of the guide element 49 so integrally formed that the lower positioning and holding pieces 49c1 and 49c2 adjacent to the respective opposite side surfaces of the lower arm portion 71a3 the energy absorption plate 71 are arranged. As well as in 9 is shown, the two lower positioning and holding pieces 49c1 and 49c2 respective inclined surfaces S3 and S4 formed such that a distance between these two inclined surfaces S3 and S4 increases in the downward direction in which the positioning and holding pieces 49c1 and 49c2 from the rear extension 49n extend. The lower arm section 71a3 the energy absorption plate 71 is between each of the inclined surfaces S3 and S4 and the lower surface of the rear extension with respect to their width direction and thickness direction 49n of the guide element 49 positioned.

ii) operation of the shock - absorbing steering device of the first example

In the shock absorbing steering apparatus according to the first example described above, the breakaway bracket becomes 41 from the bodyside bracket 31 moved in the forward direction of the vehicle and released when breaking the resin capsules 42 in the case of a secondary collision of the vehicle driver or occupant with the steering wheel, which is on the steering column 5 is fixed in a collision of the vehicle in question with any object such as a vehicle that is located in front of the vehicle in question. As a result, the rear portion of the steering column 5 (as the "movable section" of the steering column "of the steering column 5 is designated and the outer tube 21 the steering column 25 and the breakaway bracket 41 which has the outer tube 21 supported) in the forward direction relative to the vehicle body moves. If the breaker bracket 41 in the forward direction along with the movable portion of the steering column 5 is moved, the T-shaped engagement portion 71b the energy absorption plate 71 with the recess section 71a1 of the holding section 31a the bodyside bracket 31 engaged.

After the engaging section 71b the energy absorption plate 71 in engagement with the holding section 31a the bodyside bracket 31 has been brought, the break-off bracket 41 continue in the forward direction with the moving portion of the steering column 5 moved, the straight lower arm portion 71a3 of the U-shaped section 71a the energy absorption plate 71 through and along the semi-cylindrical section 49f of the guide element 49 plastically deformed at the front portion of the break-off bracket 49 is mounted. In other words, the relative movement of the energy damping plate causes 71 relative to the mounting section 45 for mounting the energy absorbing plate 71 a plastic deformation of the lower arm portion 71a3 , so that gradually the position of the curved section 71a1 of the U-shaped section 71a in the longitudinal direction of the energy absorbing plate 71 changes. As will be described in more detail below, the front end portion becomes of the straight lower arm portion formed at this moment 71a3 adjacent to the now formed curved section 71a1 along the cylindrical section 49f curved while the upper end portion of the curved portion formed at this moment 71a1 , which is adjacent to the currently formed straight upper arm portion 71a2 is stretched to a new training of the upper arm section 71a2 contribute. The plastic deformation of the U-shaped section 71a2 the energy absorption plate 71 , which takes place in the manner described above, leads to a damping of the impact energy, which is generated by the secondary collision of the vehicle occupant with the steering wheel. It should be noted that the semi-cylindrical section 49f of the guide element 49 in a push contact and sliding contact with the curved section 71a1 of the U-shaped section 71a is held as the guide section 48 which changes the position of the curved section 71a1 by a plastic deformation of the U-shaped section 71a facilitated.

The column body 25 is more than the predetermined distance L1 from the initial position, in the 1 and 2 is shown axially compressed. More specifically, the upper shaft 11 and the outer tube 21 in the forward direction relative to the inner tube 22 by more than the predetermined distance L1 axially be moves, leaving the ribs 61b of the energy damping element 61 undergo plastic deformation or shear deformation. This deformation of the ribs 61b Also contributes to damping the impact energy generated by the secondary collision, as described above.

iii) Advantages of the shock-absorbing steering device of the first example

• [1] Bei dem ersten Beispiel wird die Energiedämpfungsplatte 71 durch lediglich die Aufbrechhalterung 41, die an der körperseitigen Halterung 31 befestigt ist, so gehalten, dass die Energiedämpfungsplatte 71 mit Leichtigkeit an der Lenksäule 5 montiert werden kann, was zu einem höheren Positioniergenauigkeitsgrad der Energiedämpfungsplatte 71 relativ zu dem Fahrzeugkörper als bei der Energiedämpfungsplatte führt, die bei dem vorstehend unter der Überschrift „HINTERGRUND DES STANDES DER TECHNIK" beschriebenen herkömmlichen stoßdämpfenden Lenkgerät vorgesehen ist. Demgemäß leidet das vorliegende stoßdämpfende Lenkgerät an einem verringerten Variationsbetrag (geringere Schwankung) im Hinblick auf die energiedämpfende Eigenschaft. Die Energiedämpfungsplatte 71 muss nicht an ihrem hinteren Ende an dem Säulenkörper 25 befestigt sein, was zu einer Verringerung der Zusammenbaukosten des Lenkgerätes führt.
• [2] Bei dem ersten Beispiel ist die Aufbrechhalterung 41 an der körperseitigen Halterung 31 an ihrem rechten und linken Arm 41a und 41b befestigt, die voneinander in der seitlichen Richtung des Fahrzeugs beabstandet sind, und die Energiedämpfungsplatte 71 ist an dem mittleren Abschnitt 41c der Aufbrechhalterung 41 montiert. Das heißt der mittlere Abschnitt 41c der Aufbrechhalterung 41 wird effektiv zum Halten der Energiedämpfungsplatte 71 verwendet.
• [3] Bei dem ersten Beispiel hält die Aufbrechhalterung 41 den Säulenkörper 25 derart, dass die axiale Länge von dem Säulenkörper 25 durch den Teleskopmechanismus 36 einstellbar ist, und derart, dass der Säulenkörper 25 durch den Neigemechanismus 35 drehbar oder neigbar ist. Bei diesem Aufbau bewirkt die Neigebewegung und eine Einstellung der axialen Länge des Säulenkörpers 25 keine Bewegung der Aufbrechhalterung 41, die die Energiedämpfungsplatte 71 hält, so dass die Energiedämpfungsplatte 71 wie beabsichtigt unabhängig von den Betriebszuständen des Neigemechanismus 35 und des Teleskopmechanismus 36 betreibbar ist.
• [4] Bei dem ersten Beispiel hat der U-förmige Abschnitt 71a der Energiedämpfungsplatte 71 die oberen und unteren Armabschnitte 71a2 und 71a3, die den vorderen Abschnitt der Aufbrechhalterung 41 in der Richtung der Dicke der Aufbrechhalterung 41 sandwichartig anordnen, und er hat des Weiteren den Eingriffsabschnitt 71b, der sich von dem hinteren Ende des oberen Armabschnittes 71a2 in der Richtung der Dicke der Aufbrechhalterung 41 erstreckt. Bei diesem Aufbau kann die Energiedämpfungsplatte 71 mit Leichtigkeit an der Aufbrechhalterung 41 montiert werden, indem der U-förmige Abschnitt 71a an dem vorderen Abschnitt der Aufbrechhalterung 41 eingesetzt wird, bevor die Aufbrechhalterung 41 an der körperseitigen Halterung 31 befestigt wird.
• [5] Bei dem ersten Beispiel kann die Stoßenergie, die durch die Sekundärkollision des Fahrzeuginsassen mit dem an der Lenksäule 5 befestigten Lenkrad erzeugt wird, durch die plastische Verformung des unteren Armabschnittes 71a3 des U-förmigen Abschnittes 71a der Energiedämpfungsplatte 71 durch den Führungsabschnitt 48, der an der Aufbrechhalterung 41 vorgesehen ist, bei dem Prozess eines Versetzens der Aufbrechhalterung 41 relativ zu der Energiedämpfungsplatte 71 gedämpft werden, während der Eingriffsabschnitt 71b der Energiedämpfungsplatte 71 in Eingriff mit dem Halteabschnitt 31a der körperseitigen Halterung 31 gehalten wird, nachdem die Aufbrechhalterung 41 von der körperseitigen Halterung 31 in der nach vorn weisenden Richtung des Fahrzeugs aufgrund der Sekundärkollision bewegt und frei gegeben worden ist. Das vorliegende stoßdämpfende Lenkgerät, das somit dazu in der Lage ist, die Stoßenergie zu dämpfen, hat einen relativ einfachen Aufbau mit einer relativ geringen Anzahl an Bauteilen.
• [6] Die Energiedämpfungsplatte 71, die bei dem vorliegenden ersten Beispiel verwendet wird, ist ein einzelner länglicher metallischer Streifen, der an seinem hinteren Ende mit dem Eingriffsabschnitt 71b versehen ist, der mit dem Halteabschnitt 31a der körperseitigen Halterung 31 derart in Eingriff bringbar ist, dass der Eingriffsabschnitt 71b eine Scherlast oder Spannung aufnimmt. Dieser Aufbau ermöglicht eine Verringerung der Dicke und des Breitenmaßes des Eingriffsabschnittes 71b, während ein erforderliches Maß an Festigkeit und Steifigkeit bei dem Eingriffsabschnitt 71b beibehalten bleibt. Die Dicke der Energiedämpfungsplatte 71 und die Breitenmaße von den U-förmigen Abschnitt 71a und dem Eingriffsabschnitt 71b können nach Bedarf für die Energiedämpfungsplatte 71 so bestimmt werden, dass die erwünschte Energiedämpfungseigenschaft aufgezeigt werden kann, während die erforderliche Festigkeit und Steifigkeit des Eingriffsabschnittes 71b sichergestellt ist.
• [7] Bei dem vorliegenden ersten Beispiel, das mit dem Anfangslasteinstellmechanismus versehen ist, wird die Stoßenergiedämpfungslast bei einer relativ geringen Rate in der Anfangszeitspanne des Eingriffsabschnittes 71b mit dem Halteabschnitt 31a das heißt in der Anfangszeitspanne der Dämpfung der Stoßenergie erhöht. Demgemäß kann die Stoßenergie sanft gedämpft werden ohne eine plötzliche Erhöhung der Stoßenergiedämpfungslast, die ansonsten einen demgemäß großen Stoß auf den Fahrzeugbetreiber oder Insassen bewirken würde. Während der Anfangslasteinstellmechanismus an der Energiedämpfungsplatte 71 vorgesehen ist, die als das Stoßenergiedämpfungselement bei dem ersten Beispiel dient, ist es nicht wesentlich, dass das Energiedämpfungselement mit dem Anfangslasteinstellmechanismus versehen ist. Das heißt der Anfangslasteinstellmechanismus kann zwischen dem Stoßenergiedämpfungselement und zumindest entweder dem Fahrzeugkörper oder der Aufbrechhalterung 41 zusätzlich zu oder anstelle von dem Anfangslasteinstellmechanismus vorgesehen sein, der an dem Stoßenergiedämpfungselement vorgesehen ist. Diese Abwandlung gilt auch für die anderen nachstehend beschriebenen Beispiele.
• [8] Bei dem ersten Beispiel ist der Freilaufabstand L2 zwischen dem T-förmigen Eingriffsabschnitt 71b der Energiedämpfungsplatte 71 und dem Halteabschnitt 31a der körperseitigen Halterung 31 vorgesehen, so dass der Eingriffsabschnitt 71b durch diesen frei laufenden Abstand L2 bei der Anfangszeitspanne der Sekundärkollision frei bewegbar ist. Demgemäß wird der Augenblick der Erzeugung der Stoßenergiedämpfungslast bei einer Verformung des U-förmigen Abschnittes 71a der Energiedämpfungsplatte 71 durch die Aufbrechhalterung 41 in geeigneter Weise verzögert im Hinblick auf den Augenblick, bei dem die Aufbrechhalterung 41 von dem Fahrzeugkörper (körperseitige Halterung 31) frei gegeben wird. Demgemäß kann der Stoß, der in der Anfangszeitspanne der Sekundärkollision erzeugt wird, bei dem vorliegenden Aufbau geringer gestaltet werden als bei einem Aufbau, bei dem die Verformung der Energiedämpfungsplatte 71 in dem Augenblick gestartet wird, bei dem die Aufbrechhalterung 41 von dem Fahrzeugkörper frei gegeben wird. Es sollte außerdem beachtet werden, dass der Augenblick, bei dem die Stoßenergiedämpfungslast durch die Verformung des U-förmigen Abschnittes 71a der Energiedämpfungsplatte 71 durch die Aufbrechhalterung 41 erzeugt wird, in geeigneter Weise nach Bedarf eingestellt werden kann, indem der frei laufende Abstand L2 eingestellt wird.
• [9] Bei dem ersten Beispiel, bei dem der Halteabschnitt 31a der körperseitigen Halterung 31 den Vertiefungsabschnitt 31a1 aufweist, der den Ausschnitt hat, der an seinem hinteren Ende offen ist, ist der Eingriffsabschnitt 71b der Energiedämpfungsplatte 72 mit diesem Vertiefungsabschnitt 31a1 in Eingriff bringbar. Der vorstehend erwähnte frei laufende Abstand L2 ist zwischen dem Eingriffsabschnitt 71b und dem vorderen Ende von dem Ausschnitt des Vertiefungsabschnittes 31a1 vorgesehen. Somit wirkt der Vertiefungsabschnitt 31a1 als eine Führungseinrichtung zum Führen einer Bewegung des Eingriffsabschnittes 71b relativ zu dem Halteabschnitt 31a, um dadurch eine hohe Stabilität des Eingriffs von dem Eingriffsabschnitt 71b mit dem Halteabschnitt 31a selbst bei dem Vorhandensein des frei laufenden Abstandes L2 sicherzustellen. Durch das Vorhandensein des Vertiefungsabschnittes 31a1 macht das Vorsehen des frei laufenden Abstandes L2 nicht erforderlich, dass der Eingriffsabschnitt 71b um einen großen Abstand von dem Halteabschnitt 31a in der nach hinten weisenden Richtung des Fahrzeugs beabstandet sein muss.
• [10] Bei dem vorliegenden ersten Beispiel werden die beiden Platten 41c1 und 41c2, die übereinander angeordnet sind, verwendet, um den Montageabschnitt 45 der Aufbrechhalterung 41 zu bilden, an dem das Führungselement 49 und die U-förmige Energiedämpfungsplatte 71 montiert sind, das heißt um den im Wesentlichen mittleren Abschnitt 41c der Aufbrechhalterung 41 zu bilden. Die untere Platte 41c2 hat den vorragenden vorderen Endabschnitt 41c3, der um einen geeigneten Abstand von dem vorderen Ende der oberen Platte 41c1 in der nach vorn weisenden Richtung vorragt und der eine Last über das Führungselement 49 aufnimmt, wenn die Energiedämpfungsplatte 71 in einem Drückkontakt und Gleitkontakt mit dem Führungselement 49 verformt wird, um die Stoßenergie zu dämpfen. Dieser Aufbau beseitigt den Bedarf an einem Biegen der Aufbrechhalterung 41 zum Ausbilden des vorragenden vorderen Endabschnittes 41c3, was zu einer Verringerung der Kosten bei der Herstellung der Aufbrechhalterung 41 führt.
• [11] Bei dem vorliegenden Beispiel, bei dem der vorragende vordere Endabschnitt 41c3, der vorstehend beschrieben ist, durch eine der beiden Platten 41c1 bzw. 41c2 vorgesehen ist, die von der anderen Platte in der nach vorn weisenden Richtung vorragt, ist der vorragende vordere Endabschnitt 41c3 in geeigneter Weise davor geschützt, dass er aufgrund einer Last gebogen wird, die durch das Führungselement 49 aufgenommen wird, so dass die Energiedämpfungsplatte 71 in der beabsichtigten Weise in einem Drück- und Gleitkontakt mit dem Führungselement 49 verformt werden kann, um die Stoßenergie zu dämpfen. Demgemäß kann die Stabilität bei dem Betrag der Dämpfung der Stoßenergie durch die Verformung der Energiedämpfungsplatte 71 verbessert werden.
• [12] Bei dem vorliegenden Beispiel, bei dem die untere Platte 41c2 den vorragenden vorderen Endabschnitt 41c3 aufweist, der von dem vorderen Ende der oberen Platte 41c1 vorragt, ist das im Allgemeinen in der Form eines Buchstaben J ausgebildete Führungselement 49 an dem vorragenden vorderen Endabschnitt 41c3 derart montiert, dass die hintere Endfläche von dem kurzen oberen Arm des J-förmigen Führungselementes 49 gegenüberstehend zu dem vorderen Ende der oberen Platte 41c1 der Aufbrechhalterung 41 gehalten wird. Bei diesem Aufbau kann der obere Armabschnitt 71a2 der U-förmigen Energiedämpfungsplatte 71 in Kontakt mit oder in enger Nähe zu der oberen Fläche der oberen Platte 41c1 so versetzt werden, dass der Abstand zwischen dem oberen und unteren Armabschnitt 71a2 bzw. 71a3 der Energiedämpfungsplatte 71 verringert werden kann.
• [13] Bei dem ersten Beispiel wird der obere Armabschnitt 71a2 der U-förmigen Energiedämpfungsplatte 71 in Bezug auf die Aufbrechhalterung 41 durch eine Positionier- und Halteeinrichtung positioniert und gehalten, die das Paar aus den oberen Positioniervorsprüngen 49a1 und 49a2 und das Paar der oberen Positionier- und Haltestücke 49b1 und 49b2 aufweist, die einstückig mit dem Führungselement 49 ausgebildet sind. Die Positionier- und Halteeinrichtung stellt einen stabilen Eingriff des Eingriffsabschnittes 71b der Energiedämpfungsplatte 71 mit dem Halteabschnitt 31a der körperseitigen Halterung 31 sicher, wobei der obere Armabschnitt 71a2 relativ zu der Aufbrechhalterung 41 positioniert ist, wenn die Aufbrechhalterung 41 axial relativ zu der körperseitigen Halterung 31 bewegt wird. Der stabile Eingriff des Eingriffsabschnittes 71b mit dem Halteabschnitt 31a wird sogar bei dem Vorhandensein des frei laufenden Abstandes L2 zwischen dem Halteabschnitt 31a der körperseitigen Halterung 31 und dem T-förmigen Eingriffsabschnitt 71b ermöglicht, der einstückig mit dem oberen Armabschnitt 71a2 der Energiedämpfungsplatte 71 ausgebildet ist.
• [14] Bei dem vorliegenden ersten Beispiel sind die als ein Paar vorgesehenen oberen Positionier- und Haltestücke 49b1 und 49b2 einstückig mit dem relativ langen unteren Arm des J-förmigen Führungselementes 49 in der Form der hinteren Erstreckung 49n einstückig ausgebildet, die sich in der nach hinten weisenden Richtung erstreckt. Bei diesem Aufbau ist der obere Armabschnitt 71a2 von der U-förmigen Energiedämpfungsplatte 71 relativ zu der Aufbrechhalterung 41 an dem hinteren Ende der hinteren Erstreckung 49n positioniert, die bei einem erheblich großen Abstand von dem halbzylindrischen Abschnitt 49f des Führungselementes 49 in der nach hinten weisenden Richtung beabstandet ist, so dass der obere Armabschnitt 71a2 durch die oberen Positionier- und Haltestücke 49b1 und 49b2 mit einer hohen Genauigkeit relativ zu der Aufbrechhalterung 41 positioniert werden kann.
• [15] Bei dem vorliegenden Beispiel sind die paarweise vorgesehenen unteren Positionier- und Haltestücke 49c1 und 49c2 zum Positionieren des unteren Armes 71a3 der U-förmigen Energiedämpfungsplatte 71 außerdem einstückig mit der hinteren Erstreckung 49n des J-förmigen Führungselementes 49 ausgebildet. Das heißt die unteren Positionier- und Haltestücke 49c1 und 49c2 wirken als ein unterer Positionier- und Halteabschnitt, der an der hinteren Erstreckung 49n des Führungselementes 49 vorgesehen ist. Die Positionier- und Halteeinrichtungen 49a1, 49a2, 49b1 und 49b2 und der Halteabschnitt 49c1 und 49c2 bilden einen kompakten Positionieraufbau zum Positionieren des oberen und unteren Armabschnittes 71a2, 71a3 der U-förmigen Energiedämpfungsplatte 71, um so einen hohen Genauigkeitsgrad beim Positionieren der Energiedämpfungsplatte 71 relativ zu der Aufbrechhalterung 41 in den Richtungen der Breite und der Dicke der Platte 71 sicherzustellen.
• [16] Bei dem ersten Beispiel haben die oberen Endabschnitte der oberen Positionier- und Haltestücke 49b1 und 49b2, die an der hinteren Erstreckung 49n des Führungselementes 49 ausgebildet sind, die gegenüberliegenden geneigten Flächen S1 und S2, die derart ausgebildet sind, dass der Abstand zwischen diesen geneigten Flächen S1 und S2 in der nach oben weisenden Richtung abnimmt. Die oberen Positionier- und Haltestücke 49b1 und 49b2, die die geneigten Flächen S1 und S2 aufweisen, ermöglichen ein genaues Positionieren der Energiedämpfungsplatte 71 unabhängig von dem spezifischen Dickenmaß und dem spezifischen Breitenmaß der Energiedämpfungsplatte 71, die ausgewählt werden, um den erwünschten Dämpfungsbetrag der Stoßenergie einzustellen, wie dies in 10 gezeigt ist. Dieser Vorteil wird außerdem durch die unteren Positionier- und Haltestücke 49c1 und 49c2 vorgesehen, die ebenfalls an der hinteren Erstreckung des Führungselementes 49 ausgebildet sind und die die gegenüberliegenden geneigten Flächen S3 und S4 aufweisen, die derart ausgebildet sind, dass der Abstand zwischen diesen geneigten Flächen S3 und S4 in der nach unten weisenden Richtung abnimmt, wie dies in 9 gezeigt ist.
• [17] Bei dem vorliegenden ersten Beispiel ist die Breite W1 von dem aufrechten Abschnitt des T-förmigen Eingriffsabschnittes 71b der Energiedämpfungsplatte 71 kleiner als ein Abstand W2 zwischen den beiden oberen Positionier- und Haltestücken 49b1 und 49b2 des Führungselementes 49 gestaltet, so dass der aufrechte Abschnitt des Eingriffsabschnittes 71b zwischen den oberen Positionier- und Haltestücken 49b1 und 49b2 in der Bewegungsrichtung der Aufbrechhalterung 41 relativ zu der körperseitigen Halterung 31 beweglich ist. Diese maßliche Beziehung zwischen der Breite W1 des aufrechten Abschnittes des Eingriffsabschnittes 71b und dem Abstand W2 zwischen den oberen Positionier- und Haltestücken 49b1 und 49b2 ermöglicht eine einfache Montage der Energiedämpfungsplatte 71 an der Aufbrechhalterung 41, wobei des Führungselement 49 daran befestigt wird, indem die U-förmige Energiedämpfungsplatte 71 in der nach hinten weisenden Richtung relativ zu der Aufbrechhalterung 41 bewegt wird, wobei der aufrechte Abschnitt von dem T-förmigen Eingriffsabschnitt 71b zwischen die beiden oberen Positionier- und Haltestücke 49b1 und 49b2 tritt.

The shock absorbing steering apparatus according to the first example has various construction features that bring various advantages, some of which are described below:

• [1] In the first example, the energy absorption plate 71 by only the breakaway bracket 41 attached to the bodyside bracket 31 is attached, held so that the energy absorption plate 71 with ease on the steering column 5 can be mounted, resulting in a higher positioning accuracy of the energy absorption plate 71 relative to the vehicle body than the energy absorbing plate provided in the conventional shock absorbing steering apparatus described above under the heading "BACKGROUND OF THE PRIOR ART" Accordingly, the present shock absorbing steering apparatus suffers from a reduced amount of variation (less fluctuation) in terms of energy absorbing Feature: The energy damping plate 71 does not have to be at its rear end on the column body 25 be attached, resulting in a reduction of the assembly cost of the steering device.
• [2] The first example is the break-away bracket 41 on the bodyside bracket 31 on her right and left arms 41a and 41b fixed, which are spaced from each other in the lateral direction of the vehicle, and the energy absorbing plate 71 is at the middle section 41c the breakaway bracket 41 assembled. That is the middle section 41c the breakaway bracket 41 becomes effective for holding the energy absorbing plate 71 used.
• [3] The first example holds the breakaway bracket 41 the column body 25 such that the axial length of the column body 25 through the telescope mechanism 36 is adjustable, and such that the column body 25 through the tilting mechanism 35 is rotatable or tiltable. In this structure, the tilting movement and adjustment of the axial length of the column body 25 no movement of the break-off bracket 41 holding the energy damping plate 71 holds, so the energy absorption plate 71 as intended regardless of the operating conditions of the tilting mechanism 35 and the telescopic mechanism 36 is operable.
• [4] In the first example, the U-shaped section has 71a the energy absorption plate 71 the upper and lower arm sections 71a2 and 71a3 holding the front section of the breakaway bracket 41 in the direction of the thickness of the break-off bracket 41 sandwich and he also has the engaging section 71b extending from the rear end of the upper arm section 71a2 in the direction of the thickness of the break-off bracket 41 extends. In this structure, the energy absorption plate 71 with ease at the break holder 41 be mounted by the U-shaped section 71a at the front portion of the break-away bracket 41 is inserted before the break-away bracket 41 on the bodyside bracket 31 is attached.
• [5] In the first example, the impact energy generated by the secondary collision of the vehicle occupant with that on the steering column 5 attached steering wheel is generated by the plastic deformation of the lower arm portion 71a3 of the U-shaped section 71a the energy absorption plate 71 through the guide section 48 who was at the break-away bracket 41 is provided in the process of displacing the break-away bracket 41 relative to the energy damping plate 71 be damped while the engaging portion 71b the energy absorption plate 71 in engagement with the holding section 31a the bodyside bracket 31 is held after the break-off bracket 41 from the bodyside bracket 31 in the forward direction of the vehicle due to the secondary collision has been moved and released. The present shock absorbing steering apparatus, which is thus capable of damping the impact energy, has a relatively simple structure with a relatively small number of components.
• [6] The energy damping plate 71 , which is used in the present first example, is a single elongate metallic strip which at its rear end with the engaging portion 71b is provided with the holding section 31a the bodyside bracket 31 is engageable such that the engagement portion 71b absorbs a shear load or tension. This structure allows a reduction in the thickness and the width dimension of the engaging portion 71b while a required degree of strength and rigidity in the engaging portion 71b maintained. The thickness of the energy absorption plate 71 and the width dimensions of the U-shaped section 71a and the engaging portion 71b can as needed for the energy absorption plate 71 be determined so that the desired energy damping characteristic can be demonstrated, while the required strength and rigidity of the engaging portion 71b is ensured.
• [7] In the present first example, which is provided with the Anfangslasteinstellmechanismus, the impact energy absorption load at a relatively low rate in the initial period of the engagement section 71b with the holding section 31a that is, increased in the initial period of the damping of the impact energy. Accordingly, the impact energy can be smoothly damped without a sudden increase in the impact energy absorbing load which would otherwise cause a correspondingly large impact on the vehicle operator or occupants. While the initial load adjusting mechanism on the energy absorbing plate 71 It is not essential that the energy absorbing member is provided with the initial load adjusting mechanism. That is, the initial load adjusting mechanism may be disposed between the impact energy absorbing member and at least one of the vehicle body and the break-away bracket 41 in addition to or instead of the Anfangslasteinstellmechanismus, which is provided on the impact energy absorbing element. This modification also applies to the other examples described below.
• [8] In the first example, the free wheel clearance L2 is between the T-shaped engagement portion 71b the energy absorption plate 71 and the holding section 31a the bodyside bracket 31 provided so that the engaging portion 71b is freely movable by this free-running distance L2 at the initial period of the secondary collision. Accordingly, the moment of generating the impact energy absorbing load upon deformation of the U-shaped portion becomes 71a the energy absorption plate 71 through the breakaway bracket 41 appropriately delayed with regard to the moment when the break-off bracket 41 from the vehicle body (body-side mount 31 ) is released. Accordingly, the shock generated in the initial period of the secondary collision can be made smaller in the present structure than in a structure in which the deformation of the energy absorbing plate 71 is started at the moment when the break-off bracket 41 is released from the vehicle body. It should also be noted that the moment when the impact energy absorbing load is due to the deformation of the U-shaped section 71a the energy absorption plate 71 through the breakaway bracket 41 is generated, can be adjusted as appropriate by setting the free-running distance L2.
• [9] In the first example where the holding section 31a the bodyside bracket 31 the recess section 31a1 having the cutout which is open at its rear end is the engaging portion 71b the energy absorption plate 72 with this recess section 31a1 engageable. The above-mentioned free-running distance L2 is between the engaging portion 71b and the front end of the cutout of the recessed portion 31a1 intended. Thus, the recess portion acts 31a1 as a guide means for guiding a movement of the engagement portion 71b relative to the holding section 31a to thereby provide high stability of the engagement of the engagement portion 71b with the holding section 31a to ensure even in the presence of the free-running distance L2. By the presence of the recess portion 31a1 the provision of the free running distance L2 does not require that the engaging portion 71b a long distance from the holding section 31a must be spaced in the rearward direction of the vehicle.
• [10] In the present first example, the two plates 41c1 and 41c2 , which are arranged one above the other, used to the mounting section 45 the breakaway bracket 41 to form, on which the guide element 49 and the U-shaped energy absorbing plate 71 are mounted, that is around the substantially central portion 41c the breakaway bracket 41 to build. The bottom plate 41c2 has the protruding front end section 41c3 that is at a suitable distance from the front end of the top plate 41c1 protrudes in the forward direction and the load on the guide element 49 absorbs when the energy absorption plate 71 in a push contact and sliding contact with the guide element 49 is deformed to dampen the impact energy. This construction eliminates the need for bending the break-away bracket 41 for forming the projecting front end portion 41c3 , leading to a reduction in the cost of producing the breaker bracket 41 leads.
• [11] In the present example, where the projecting front end section 41c3 , which is described above, by one of the two plates 41c1 respectively. 41c2 is provided projecting from the other plate in the forward direction, is the projecting front end portion 41c3 suitably protected from being bent due to a load passing through the guide element 49 is absorbed, so that the energy absorption plate 71 in the intended manner in a pushing and sliding contact with the guide element 49 can be deformed to dampen the impact energy. Accordingly, the stability in the amount of the shock energy can be restrained by the deformation of the energy absorbing plate 71 be improved.
• [12] In the present example, where the lower plate 41c2 the protruding front end portion 41c3 that of the front End of the upper plate 41c1 protrudes, which is generally formed in the form of a letter J guide element 49 at the projecting front end portion 41c3 mounted such that the rear end surface of the short upper arm of the J-shaped guide element 49 opposite to the front end of the upper plate 41c1 the breakaway bracket 41 is held. In this structure, the upper arm portion 71a2 the U-shaped energy absorption plate 71 in contact with or in close proximity to the top surface of the top plate 41c1 be offset so that the distance between the upper and lower arm section 71a2 respectively. 71a3 the energy absorption plate 71 can be reduced.
• [13] In the first example, the upper arm section becomes 71a2 the U-shaped energy absorption plate 71 in terms of breaker bracket 41 is positioned and held by a positioning and holding device which projects the pair out of the upper positioning projections 49A1 and 49a2 and the pair of upper positioning and holding pieces 49b1 and 49b2 having, in one piece with the guide element 49 are formed. The positioning and holding device provides a stable engagement of the engagement portion 71b the energy absorption plate 71 with the holding section 31a the bodyside bracket 31 sure, with the upper arm section 71a2 relative to the break-away bracket 41 is positioned when the break-away bracket 41 axially relative to the body-side mount 31 is moved. The stable engagement of the engagement portion 71b with the holding section 31a even in the presence of the free running distance L2 between the holding section 31a the bodyside bracket 31 and the T-shaped engagement portion 71b allows, in one piece with the upper arm portion 71a2 the energy absorption plate 71 is trained.
• [14] In the present first example, the upper positioning and holding pieces provided as a pair are 49b1 and 49b2 integral with the relatively long lower arm of the J-shaped guide member 49 in the form of the rear extension 49n formed integrally extending in the rearward direction. In this construction, the upper arm portion 71a2 from the U-shaped energy damping plate 71 relative to the break-away bracket 41 at the rear end of the rear extension 49n positioned at a significantly large distance from the semi-cylindrical section 49f of the guide element 49 is spaced in the rearward direction, so that the upper arm portion 71a2 through the upper positioning and holding pieces 49b1 and 49b2 with a high accuracy relative to the break-away bracket 41 can be positioned.
• [15] In the present example, the paired lower positioning and holding pieces are 49c1 and 49c2 for positioning the lower arm 71a3 the U-shaped energy absorption plate 71 also in one piece with the rear extension 49n of the J-shaped guide element 49 educated. That means the lower positioning and holding pieces 49c1 and 49c2 act as a lower positioning and holding section at the rear extension 49n of the guide element 49 is provided. The positioning and holding devices 49A1 . 49a2 . 49b1 and 49b2 and the holding section 49c1 and 49c2 form a compact positioning structure for positioning the upper and lower arm portions 71a2 . 71a3 the U-shaped energy absorption plate 71 so as to have a high degree of accuracy in positioning the energy absorbing plate 71 relative to the break-away bracket 41 in directions of width and thickness of a plate 71 sure.
• [16] In the first example, the upper end portions of the upper positioning and holding pieces 49b1 and 49b2 at the rear extent 49n of the guide element 49 are formed, the opposite inclined surfaces S1 and S2, which are formed such that the distance between these inclined surfaces S1 and S2 decreases in the upward direction. The upper positioning and holding pieces 49b1 and 49b2 having the inclined surfaces S1 and S2 allow accurate positioning of the energy absorbing plate 71 regardless of the specific thickness and the specific width dimension of the energy absorbing plate 71 , which are selected to set the desired amount of damping of the impact energy, as shown in FIG 10 is shown. This advantage is also due to the lower positioning and holding pieces 49c1 and 49c2 provided, which is also at the rear extent of the guide element 49 are formed and having the opposite inclined surfaces S3 and S4, which are formed such that the distance between these inclined surfaces S3 and S4 decreases in the downward direction, as shown in FIG 9 is shown.
• [17] In the present first example, the width W1 is from the upright portion of the T-shaped engagement portion 71b the energy absorption plate 71 smaller than a distance W2 between the two upper positioning and holding pieces 49b1 and 49b2 of the guide element 49 designed so that the upright portion of the engagement portion 71b between the upper positioning and holding pieces 49b1 and 49b2 in the direction of movement of the break-off bracket 41 relative to the body-side mount 31 is mobile. This dimensional relationship between the width W1 of the upright portion of the engagement portion 71b and the distance W2 between the upper positioning and holding pieces 49b1 and 49b2 allows easy mounting of the energy absorption plate 71 at the break-off bracket 41 , wherein the guide element 49 attached to it by the U-shaped energy absorption plate 71 in the rearward direction relative to the break-away bracket 41 is moved, wherein the upright portion of the T-shaped engagement portion 71b between the two upper positioning and holding pieces 49b1 and 49b2 occurs.

iv) modification of the shock absorbing steering device of first example

The energy damping plate 71 is at the breakaway bracket 41 and the guide element 49 mounted such that the upper arm portion 71a2 at its front end portion by the upper surfaces of the guide element 49 and the top plate 41c1 the breakaway bracket 41 is supported and at its rear end portion by the upper positioning and holding pieces 49b1 and 49b2 of the guide element 49 is positioned as in 3 is shown. The upper arm section 71a2 namely, is at its lower surface by a portion of the mounting portion 45 the breakaway bracket 41 supported. However, this structure may be for supporting the upper arm portion 71a2 the energy absorption plate 71 be modified as in 11 is shown. In this modification, the upper arm portion 71a1 at its front end portion by the upper surfaces of the guide element 49 and the top plate 41c1 at its middle section through the upper positioning and holding pieces 49b1 and 49b2 of the guide element 49 supported and at its rear end portion by the upper surface of the upper plate 41c1 supported. Also in this modification, the upper arm portion 71a2 on its lower surface by a portion of the mounting portion 45 the breakaway bracket 41 supported. However, the upper positioning and holding pieces act 49b1 and 49b2 that the upper arm section 71a2 Position at its middle section, with the guide element 49 and the top plate 41c1 that the upper arm section 71a2 support at its front and rear end portion together for the purpose of positioning the upper arm portion 71a2 in its thickness direction with a higher accuracy with respect to the break-away bracket 41 while the upper arm section 71a2 at the break-off bracket 41 held with a sufficiently large force.

Second example

In the first example, the upper arm portion becomes 71a2 the U-shaped energy absorption plate 71 through the pair of upper holding pieces 49b1 and 49b2 of the guide element 49 positioned as in 3 is shown. At the in 12 However, the second example shown becomes the upper arm portion 71a2 by the positioning and holding means in the form of a rectangular three-sided clamp 81 supported. In other respects, the shock absorbing apparatus according to the present second example has identical structure and operation to the first example described above, and the second example has the advantages [1] to [13] described above with reference to the first example are described.

The rectangular three-sided clamp 81 is formed of a metal sheet to a structure having three sides, which from one side in the form of an elastically deformable central curved portion 81a and two opposing sides passing through the curved section 81a are connected, as in 13 is shown. The curved section 81a is curved toward the inner space defined by the three sides, and has a convex inner surface for resilient contact with the upper surface of the upper arm portion 71a2 the energy absorption plate 71 , The two opposite sides of the three-sided clamp 81 each have elastically deformable engagement claws (jaws) 81b for elastic contact with the lower surface of the lower arm portion 71a3 the energy absorption plate 71 , The curved section 81a and the engagement claws 81b cooperate to form an elastically deformable portion for resilient engagement with the upper and lower arm portions 71a2 respectively. 71a3 the plate 71 to build. The rectangular three-sided clamp 81 is with regard to the break-away bracket 41 and the guide element 49 and the energy absorption plate 71 installed at the middle section 41c the breakaway bracket 41 are mounted. The breakaway bracket 41 has a through hole 41d , so the three-sided clamp 81 through the through hole 41d in the direction of the upper arm section 71a2 to the lower arm portion 71a3 points, can be introduced so that the upper and lower arm section 71a2 respectively. 71a3 in an elastic pressure contact with the curved portion 81a and the upper ends of the engaging claws (jaws) 81b be held, as is in 12 is shown. The three-sided clamp 81 can from the energy damping plate 71 be released when the energy damping plate 71 is offset after the T-shaped engagement portion 71b for engagement with the holding section 31a the bodyside bracket 31 has been brought.

As well as in 12 is shown, has the guide element 49 a support projection 49g at the rear extent 49n is trained. Of the curved section 81a and the engagement claws 81b the rectangular three-sided clamp 81 urge the upper arm section 71a2 against the upper surface of the upper plate 41c1 the breakaway bracket 41 and against the upper surface of the support projection 49g of the guide element 49 and they push the lower arm section 71a3 against the lower surface of the rear extension 49n of the guide element 49 , Thus, the guide element 49 and the energy absorption plate 71 in relation to the middle section 41c the breakaway bracket 41 assembled in a pressure contact with each other. In this second example, the guide element functions 49 and more specifically, the supporting projection 49g as a support portion of the mounting portion 45 that with the three-sided clamp 81 cooperates to act so that between them the upper arm portion 71a2 the energy absorption plate 71 in pressure contact therewith in the thickness direction of the upper arm portion 71a2 is held elastic.

In the present second example, the upper and lower arm portions become 71a2 and 71a3 the energy absorption plate 71 through and between the rectangular three-sided clamp 81 positioned and held in the direction of the thickness of the arm portions. Thus, the energy absorbing plate becomes 71 at the break-off bracket 41 mounted without risk of rattling the energy absorbing plate 71 in terms of breaker bracket 41 consists. The second example is also advantageous in that the thickness of the energy absorbing plate 71 can be selected within a certain range, the maximum amount of elastic deformation of the curved portion 81a the clamp 81 corresponds without the construction of the terminal 81 must be changed. Thus, the present example is effective in that the amount of impact energy transmitted by the energy attenuation plate 71 can be damped, adjusted by the thickness of the energy absorption plate 71 is suitably tuned. Further, the impact energy generated by the above-described secondary collision can be achieved in the intended manner by the elastic deformation of the energy absorbing plate 71 attenuated due to the automatic release of the three-sided terminal 81 from the energy damping plate 71 if the plate 71 relative to the break-away bracket 41 is offset after the T-shaped engagement portion 71b for engagement with the holding section 31a the bodyside bracket 31 has been brought.

The following will be on 14 Referring to Fig. 12, a modification of the second example is shown in which the lower arm portion 71a3 the energy absorption plate 71 at its middle portion in the direction partially curved, that of the lower surface of the rear extension 49n of the guide element 49 points away. This curved middle section of the lower arm section 71a3 is elastically deformable and is in an elastic pressure contact on its lower surface with the engagement claws 81b the three-sided clamp 81 held. In this modification of 14 can the thickness of the energy absorption plate 71 within a range wider than the second example.

Third example

A third example is in 15 shown. In this third example, the upper arm portion 71a2 the energy absorption plate 71 in terms of breaker bracket 41 by a positioning and holding device in the form of a tether 91 positioned and held. In other respects, the third example is identical in construction and operation to the first example and has the advantages [1] to [13] described above with reference to the first example.

The tether 91 has a variable effective holding length and is set up so that it fits together with the upper arm section 71a2 the energy absorption plate 71 and a support piece 41c1a held together on the top plate 41c1 the breakaway bracket 41 is trained. This support piece 41c1a acts as a support portion, which on the mounting portion 45 is provided. The tether 91 is then broken when a load greater than a predetermined threshold on the tether 91 acts. That is the tether 91 tears or breaks when the energy absorption plate 71 relative to the break-away bracket 41 is offset after the T-shaped engagement portion 71b for engagement with the holding section 30a the bodyside bracket 31 has been brought.

In the present third example, the thickness and the width of the energy absorbing plate 71 be chosen within relatively wider ranges without affecting the structure of the tether 91 needs to be changed because the tether 91 capable of doing so, the upper arm section 71a2 the energy absorption plate 71 in terms of breaker bracket 41 regardless of the specific thickness and the specific width of the plate 71 to position and hold within the ranges indicated above. In this regard, the cost of manufacturing the present steering apparatus can be reduced. Furthermore, the impact energy or impact energy in the intended manner by the elastic deformation of the energy damping plate 71 in a pushing and sliding contact with the guide element 49 be dampened, because that tether 91 automatically breaks or tears when the plate 71 relative to the break-away bracket 41 is offset after the engaging portion 71b for engagement with the holding section 31a the bodyside bracket 31 has been brought.

Below is on the 16 and 17A and 17B Reference is made, in which a first modification of the third example is shown, in which the rear extension 49n of the guide element 49 a mounting hole 49h did that through the tether 91 is introduced. In this modification prevents the tether 91 from the support piece 41c1a the top plate 41c1 the breakaway bracket 41 is removed in the rearward direction, and is operable to achieve the intended positioning function and the intended holding function with high stability.

18 shows a second modification of the third example, in which the tether 91 integral with the rear extension 49n of the guide element 49 is formed such that the holding force of the tether 91 is adjustable and this ruptures or is broken when a load applied to this exceeds a predetermined limit. In this modification, the manufacturing cost and the assembly cost of the steering device can be reduced because the tether 91 with the guide element 49 is one piece.

19 shows a third modification of the third embodiment, wherein the lengths of the upper arm portion 71a2 the energy absorption plate 71 and the rear extension 49n of the guide element 49 are determined so that the rear ends of the upper arm portion 71a2 and the rear extension 49n on the back side of the through hole 41d locate that through the breakaway bracket 41 is formed through. The upper and lower arm sections 71a2 respectively. 71a3 the energy absorption plate 71 and the rear extension 49n be together by the tether 91 held, the holding force is also adjustable and which is broken or ruptures when attached to the tether 91 acting load exceeds the limit. In this modification prevents the tether 91 Rattling movements of the energy damping plate 71 relative to the break-away bracket 41 , In this modification, the upper plate functions 41c1 the breakaway bracket 41 as the support section.

20 shows a fourth modification of the third example, in which the rear end of the upper arm portion 71a2 the energy absorption plate 71 not on the back side of the through hole 41d the breakaway bracket 41 is located while the rear end of the rear extension 49n of the guide element 49 on the back side of the through hole 41d located. Furthermore, the support projection 49g with the rear extension 49n integrally formed. In this modification, the lower and upper arm portions become 71a3 respectively. 71a2 and the rear extension 49n and the supporting projection 49g of the guide element 49 through the tether 91 held together, whose holding force is also adjustable and which is broken or ruptures when the on the tether 91 acting load exceeds the limit. Even with this modification prevents the tether 91 Rattling movements of the energy damping plate 71 relative to the break-away bracket 41 ,

Fourth example

The following will be on 21 Referring to Figure 4, a fourth example is shown in which the upper arm portion 71a2 the energy absorption plate 71 U-shaped bent holding parts 71c has, which are formed at its rear end. The curved holding parts 71c act as the positioning and holding means for positioning and holding the energy absorbing plate 71 relative to the break-away bracket 41 , The curved holding parts 71c grab the back end of the top plate 41c1 the breakaway bracket 41 and are elastically deformable so that the curved holding parts 71c from the top plate 41c1 be released when the energy damping plate 71 relative to the break-away bracket 41 is offset after the engaging portion 71b for engagement with the holding section 31a the bodyside bracket 31 has been brought. In other respects, the shock absorbing steering apparatus according to the present fourth example is identical in construction and operation to the first example, and the fourth example has the advantages [1] to [13] described above with reference to the first example have been.

In the fourth example, in which the upper arm portion 71a2 the energy absorption plate 71 the U-shaped curved holding sections 71c can, the energy damping plate 71 in terms of breaker bracket 41 be positioned and held by the curved holding parts or holding sections 71c depending on the specific thickness and the specific width of the energy absorbing plate 71 easy to be designed. Furthermore, the impact energy can be damped in the intended manner by elastic deformation of the energy absorbing plate 71 in a pushing and sliding contact with the guide element 49 because the curved holding parts 71c automatically rip open or break up when the plate 71 relative to the break-away bracket 41 is offset after the engaging portion 71b for engagement with the holding section 31a the bodyside bracket 31 ge has been brought.

Fifth example

Below is on the 22 to 25 Reference is made to a fifth example in which the middle section 41c the breakaway bracket 41 through the two plates 41c1 and 41c2 is constructed, as is the case in the first example, and a lateral middle part of the front end portion of the lower plate 41c2 a suitable distance from the front end of the upper plate 41c1 in the forward direction than the projecting front end portion 41c3 extends. The guide element 49 formed of a resin material is at this projecting front end portion 41c3 assembled.

In the fifth example, the guide member 49 at the projecting front end portion 41c3 the lower plate 41c2 is mounted, through and between as a pair provided positioning protrusions 41c4 and 41c5 at the top plate 41c1 are formed, positioned in the direction of the width. These positioning projections 41c4 and 41c5 prevent rattling of the guide element 49 relative to the break-away bracket 41 in the direction of the width of the energy absorption plate 71 ,

In the fifth example, the guide member 49 the positioning and retaining means in the form of the pair of upper positioning and retaining pieces 49b1 and 49b2 , the holding section in the form of the lower positioning and holding pieces 49c1 and 49c2 , the recess section 49d , the engaging projection 49e , the guiding section 48 in the shape of the semi-cylindrical section 49f and the rear extension 49n as in the first example. In the fifth example, the upper positioning protrusions extend 49A1 and 49a2 from the semi-cylindrical section 49f by a greater distance in the pointing direction than in the first example. In the fifth example, the guide member has 49 Furthermore, a pair of engagement claws 49i1 and 49i2 spaced from each other in the widthwise direction, and a pair of protrusions 49j1 and 49j2 which are spaced from each other in the width direction.

The two engagement claws 49i1 and 49i2 are with the two upper positioning and holding pieces 49b1 and 49b2 formed in one piece such that the engagement claws 49i1 and 49i2 from the upper positioning and holding pieces 49b1 and 49b2 extend in the forward direction. The engagement claws 49i1 and 49i2 are engaged with the respective wells 71d1 and 71d2 held on the upper arm section 71a2 the U-shaped energy absorption plate 71 are formed, so removing the energy absorbing plate 71 from the guide element 49 is prevented in the forward direction.

The two projections 49j1 and 49j2 are with the rear extension 49n of the guide element 49 so integrally formed that the two projections 49j1 and 49j2 below the respective engagement claws 49i1 and 49i2 to prevent an excessive amount of downward deformation or downward bending of the engagement claws 49i1 and 49i2 and consequently breaking the engagement claws 49i1 and 49i2 the case is when the guide element 49 at the break-off bracket 41 is mounted or if the energy absorption plate 71 on the guide element 49 is mounted, with a rearward movement of the plate 71 relative to the guide element 49 ,

In the present fifth example, the two upper positioning and holding pieces 49b1 and 49b2 from the guide element 49 laterally bent outwards when the energy absorption plate 71 on the guide element 49 is mounted during the backward movement of the plate 71 like this in 25 is shown, so that the upper positioning and holding pieces 49b1 and 49b2 for abutting contact with the wall surfaces of the through-hole 41d to be brought. Thus, prevent the upper positioning and holding pieces 49b1 and 49b2 Rattling movements of the guide element 49 relative to the break-away bracket 41 in the direction of the width of the guide element 49 ,

While the Elements of the shock-absorbing Steering apparatus, the for the fifth Example are characteristic, are described above the present steering device in the rest of an identical structure and an identical Operation in relation to the first example. The fifth embodiment has the advantages [1] to [17] described above with reference to the first example are described.

Although the pair of engagement claws 49i1 . 49i2 , which are provided in the fifth example, are formed so as to be different from the respective upper positioning and holding pieces 49b1 and 49b2 extend in the forward direction, the engagement claws can 49i1 and 49i2 regardless of the upper positioning and holding pieces 49b1 and 49b2 as in a first modification of the fifth example, which in the 26 and 27 is shown. In this modification, the engaging claws 49i1 and 49i2 down to respective projections 49j1 and 49j2 bent, which also at the rear extent 49n of the guide element 49 are formed.

In the fifth example, the removal of the U-shaped energy absorbing plate 71 prevented in the forward direction by the engagement of the two engagement claws 49i1 and 49i2 with the respective two depressions 71d1 and 71d2 at the upper arm section 71a2 the energy absorption plate 71 are formed. However, removing the energy-absorbing plate can 71 be prevented by a structure in a second modification of the fifth example, which in the 28 and 29 or by a construction of a third modification of the fifth example shown in FIG 30 is shown.

In the in the 28 and 29 shown second modification of the fifth example, the two engagement claws 49i1 and 49i2 by a pair of engagement projections 49k1 and 49k2 have been replaced with the respective inclined surfaces S1 and S2 of the upper positioning and holding pieces 49b1 and 49b2 are integrally formed. These engagement projections 49k1 and 49k2 become engaged with respective recesses 71d1 and 71d2 held on the upper arm section 71a2 the energy absorption plate 71 are formed, which on the guide element 49 has been mounted. Thus, the engagement projections act 49k1 and 49k2 with the wells 71d1 and 71d2 together to prevent removal of the energy absorbing plate in the forward direction.

In the third modification of the fifth example, which is incorporated in 30 is shown, the two engaging claws 49i1 and 49i2 by a pair of engagement projections 49m1 and 49m2 have been replaced with the respective opposite surfaces of the upper positioning projections 49A1 and 49a2 are integrally formed. These engagement projections 49m1 and 49m2 are engaged with the respective wells 71d1 and 71d2 the energy absorption plate 71 held on the guide element 49 is mounted. Thus, the engagement projections act 49m1 and 49m2 with the wells 71d1 and 71d2 together to remove the energy absorption plate 71 in the forward direction to prevent.

General modifications of the first group of examples

In the first to fifth examples described above, the positioning and holding device is provided in the steering apparatus of the type which controls the free running distance L2 in the axial direction between the engaging portion 71b , with the upper arm section 71a2 the U-shaped energy absorption plate 71 is formed, and the holding section 31a the bodyside bracket 31 having. However, the positioning and holding means may be provided in a steering apparatus of the type in which the engaging portion of the energy absorbing plate is brought into engagement with a holding portion provided on the vehicle body to provisionally hold the energy absorbing plate when the break-off bracket at a portion of the vehicle body is mounted. In the first group of examples, the upper arm portion of the energy absorbing plate is positioned and held by the positioning and holding means with respect to the break-away bracket with ease with respect to the vehicle body (by screwing the screws 44 in the nuts 32 like this in 5 5) with a high degree of accuracy in positioning the arm portion of the energy absorbing plate relative to the break-away bracket can be easily installed.

In both the first and fifth examples, the column body becomes 245 supported by a portion of the vehicle body by the rear support mechanism A and the front support mechanism B. However, a single support mechanism for supporting the pillar body may be provided by the vehicle body.

The shock absorbing steering apparatus according to each example of the first to fifth examples is constructed such that the impact energy generated by the secondary collision of the vehicle driver or occupant is not caused only by the deformation of the energy absorbing plate 71 in a pushing and sliding contact with the guide element 49 can be attenuated, but also by the impact energy absorbing mechanism A, the steering column 25 is provided. However, an impact energy absorbing mechanism of another type other than the impact energy absorbing mechanism C may be disposed between the steering column 5 and be provided to the vehicle body. It should also be noted that the provision of the impact energy absorbing mechanism C is not essential and may be omitted.

The common or general modifications described above at the first groups of examples are on the other groups embodiments applicable, which are described below.

Second group of examples

below the sixth to eighth examples of the present invention are described, similar to each other are and are the second group of examples.

Sixth example

It will be on the 31 to 35 Cover ge in which a shock absorbing steering apparatus constructed according to a sixth example is shown. The steering column 5 and the other elements of this steering apparatus are similar in structure to the first example. The above-described description of the first example from the beginning to the portion shown by (* 2) applies with reference to FIGS 1 to 6 in the steering apparatus of this sixth example. In the description of the sixth example set forth below and the 31 to 35 However, the reference numerals 131 . 141 . 149 and 171 each have been used to denote the body-side bracket, the break-away bracket, the guide member and the energy absorbing plate, respectively, by the respective reference numerals 31 . 41 . 49 respectively. 71 are respectively designated in the first embodiment. The components of these elements 131 . 141 . 149 and 171 in the sixth example, combinations of these reference numerals and letters "a", "b", etc. designate.

In the present sixth example, the curved curved portion 171a1 and the upper arm in the shape of the upper arm portion 171a2 the U-shaped energy absorption plate 171 a smaller width than the lower arm in the shape of the lower arm portion 171a3 such that the impact energy absorbing load is at a relatively low rate in the initial period of engagement of the engaging portion 171b with the holding section 131 the bodyside bracket 131 is increased and increased to a desired value at an appropriate time as the intervention progresses. That is the width of the curved section 171a1 is smaller than those of the lower arm section 171a3 and this dimensional relationship provides an initial load adjustment mechanism.

The guide element 149 provided in this sixth example has a recessed portion 149d , with the protruding front end section 141c3 the lower plate 141c2 the breakaway bracket 131 engages, and has a curved semi-cylindrical section 149f for a plastic deformation of the lower arm portion 171a3 the energy absorption plate 171 in a pushing and sliding contact with this. Like this in 34 is shown, has the guide element 149 a generally J-shaped construction, the rear extension 149n extending from the lower portion in the rearward direction of the vehicle so as to form a relatively long arm of the shape of the letter J. The guide element 149 is at the breakaway bracket 141 mounted so that the rear end surface of the relatively short arm of the shape of the letter J of the front end surface of the upper plate 141c faces. The rear extension 149n is with a hook section 149e formed at its rear end. This hook section 149e engages the rear end portion of the lower plate 141c2 the breakaway bracket 141 kept like this in 34 is shown. In the present shock absorbing steering device, the breakaway bracket 141 from the bodyside bracket 131 moved in the forward direction of the vehicle and released when breaking the resin capsules 42 if one on the resin capsules 42 acting shock exceeds a predetermined upper limit in the case of a secondary collision of the vehicle driver or occupant in a collision of the vehicle with any object. As a result of the forward movement of the break-off bracket 141 becomes the engaging portion 171b the energy absorption plate 171 attached to the moving breakaway bracket 141 is mounted, finally to engage with the holding section 131 the bodyside bracket 131 brought.

In another forward movement of the break-off bracket 141 relative to the vehicle body after engagement of the engagement portion 171b the energy absorption plate 171 with the holding section 131 the bodyside bracket 131 becomes the lower arm section 171a3 of the U-shaped section 171a the energy absorption plate 171 through and along the semi-cylindrical section 149f of the guide element 149 in a pushing and sliding contact with the curved surface of the semi-cylindrical portion 149f deformed.

Accordingly, the position of the curvilinear portion formed at this moment becomes 171a1 of the U-shaped section 171a in the longitudinal direction of the energy absorbing plate 171 gradually shifted, while at this moment trained upper and lower arm section 171a2 respectively. 171a3 in sliding contact with the upper plate 141c and the rear extension 149n of the guide element 149 to be moved. Thus, the impact energy due to the deformation of the energy absorbing plate 171 in a pushing and sliding contact with the guide element 149 be steamed.

The column body 25 axially contracts by more than the predetermined distance L1 from the initial state, as shown in FIGS 31 and 32 is shown. More specifically, the upper shaft 11 and the outer tube 21 in the forward direction relative to the lower shaft 12 and the inner tube 22 moved axially more than the predetermined distance L1, so that the ribs 61b of the energy damping element 61 in a shear mode or plastic deformation mode, and the impact energy will also by shear deformation or plastic deformation of the ribs 61b attenuated.

In the present sixth example, the positioning and holding device is not provided for positioning and holding the upper arm portion 171a2 the energy absorption plate 171 , However, the steering apparatus of the present embodiment has the advantages [1] to [12] described above with reference to the first example. However, the positioning and holding device may be provided in this example, as described above.

While the steering apparatus of the sixth example, which is described above, in the 31 to 35 shown energy absorption plate 171 and the body-side mount 131 used the holding section 131 may have a modified energy damping plate 171 like at a 36 shown applied to the first modification of the sixth example and a modified body-side bracket 131 can be applied as in a second modification of the sixth example, which in 37 is shown. At the in 36 shown energy absorption plate 171 has the T-shaped engaging portion 171b an upper portion bent toward the shape of a letter L as viewed in cross section, so that the engaging portion 171b has a stronger mechanical strength. At the in 37 shown bodyside bracket 131 is the rear end portion to which the holding portion 131 is formed, bent down so that its mechanical strength is increased.

Furthermore, a modified body-side bracket 132 as in a third modification of the sixth example, as shown in FIG 38 is shown. This modified bodyside bracket 132 has a holding section 132a which has no cutout. This third modification uses a modified energy-absorbing plate 172 which has a pair of hook-like engagement portions 172b instead of the T-shaped engagement portion 171b having. The hook-like engagement sections 172b are with the holding section 132a , which does not have the cut, engageable. In a fourth modification of the sixth example, shown in FIG 39 is shown is the energy damping plate 172 from 38 through an energy-absorbing plate 172 which has an engaging portion in the form of a pair of L-shaped bent portions 172c having, with the holding portion 132a can be brought into engagement. Each curved section 172c has in cross-section the shape of the letter L in a plane parallel to the direction of the width of the plate 172 and perpendicular to the plane of the plate 172 is.

Furthermore, a modified body-side bracket 133 as in a fifth modification of the sixth example, as shown in FIG 40 is shown. This modified bodyside bracket 133 has a holding portion in the form of an engaging projection 133a which extends in the rearward direction. This fifth modification uses a modified energy-absorbing plate 173 which is an engaging projection 173b having an engagement hole 173b1 has that with the engaging projection 133a can be brought into engagement.

Seventh example

Below is on the 41 to 43 Reference is made, in which a shock absorbing steering apparatus is constructed, which is constructed according to a seventh example. In this seventh example, the body-side bracket 131 with a load switching device 180 Mistake. The seventh example is substantially in view of the structure of the sixth example of FIG 31 to 35 identical with the exception of the load switching device 180 and not only has the same advantages as in the sixth example, but also additional advantages due to the provision of the load switching device 180 , which is described below.

The load switching device 180 is an engagement adjustment mechanism, which is adapted to the engagement of the T-shaped engagement portion 171b the energy absorption plate 171 with the holding section 131 the bodyside bracket 131 allows or prevents. The load switching device 180 has an opening and closing plate 181 attached to the bodyside bracket 131 is mounted, and an electromagnetic actuator 182 which is arranged to selectively move the opening and closing plate 181 in the forward-facing direction of the vehicle allows or prevents.

The opening and closing plate 181 is on the bodyside bracket 131 over a holder 134 standing at the bracket 131 is fixed, so mounted that the plate 181 relative to the bracket 131 in the longitudinal direction of the vehicle is movable to selectively the recessed portion 131a1 to open and close. The opening and closing plate 181 has a middle through hole 181a in which a cylindrical section 184a a resin ring 184 sits like this in 42 is shown. The electromagnetic actuator 182 is under the control of an electronic control unit (ECU) 186 (mainly constituted by a computer) is excited or de-energized in accordance with a output signal of a sensor operable to detect a state of the vehicle or the vehicle occupant, such as a seat belt sensor (SS). 185 adapted to detect whether a seat belt is applied to the vehicle occupant or vehicle driver. The electromagnetic actuator 182 is above the opening and closing plate 181 arranged and is by the holder 134 supported and is with a stopper pin or stopper pin 182a Mistake. When the seat belt is applied to the vehicle driver or occupant, the electromagnetic actuator becomes 182 excited to the stopper pin 182a down into the cylindrical portion or to the cylindrical portion 184 of the resin ring 184 to move in the through hole 181a sits like this in 42 is shown. If the seat belt is not applied to the vehicle driver or vehicle occupant, the electromagnetic actuator becomes 182 de-energized to the stopper pin 182a from the cylindrical section 184 to return to its upper recessed position, as in 43 is shown. In the seventh example set up as described above, the forward movement of the opening and closing plate becomes 181 through the stopper pin 182a prevents that in the cylindrical section 184a of the resin ring 184 sitting in the through hole 181a sits like this in 42 This is shown by the excitation of the electromagnetic actuator 182 then happens when the seat belt is applied to the vehicle driver or vehicle occupants. At the position of the plate 181 from 42 gets through the plate 181 the engagement of the engagement portion 171b the energy absorption plate 171 with the recess section 131a1 of the holding section 131 the bodyside bracket 131 prevented.

If in a collision of the vehicle, the seat belt is not applied to the vehicle driver or occupant, the Aufbrechhalterung 141 from the bodyside bracket 131 axially moved and released in the forward direction of the vehicle, and the engaging portion 171b the energy absorption plate 171 will be in the forward direction with the bracket 141 moves and becomes an abutting contact with the opening and closing plate 181 brought, causing a breaking of the cylindrical section 184a of the resin ring 184 leads. Accordingly, the plate becomes 181 in the forward direction through the engaging portion 171b the energy absorption plate 171 so pressed that the recessed section 131a1 of the holding section 131 the bodyside bracket 131 is opened, which is an engagement of the engaging portion 171b the plate 171 with the holding section 131 the bodyside bracket 131 allows, as in the sixth example.

The seventh example uses the load switching device 180 as a means for selectively damping the impact energy by the energy absorbing plate 171 thus enabling or preventing the opening and closing plate 181 the load switching device 180 through the engaging portion 171b the energy absorption plate 171 can be pressed to thereby allow the engaging portion 171b for engagement with the holding section 131 the bodyside bracket 131 is brought when the seat belt is not applied to the driver. However, the load switching device 180 by a load switching device 180 according to a in 44 shown first modification or by a load switching device 200 according to one of 45 to 47 be replaced second variant shown.

The load switching device 190 from 44 is an engagement adjustment mechanism, which is adapted to the engagement of the engagement portion 171b the energy absorption plate 171 with the holding section 131 the bodyside bracket 131 allows or prevents. The load switching device 190 has an opening and closing plate 191 attached to the bodyside bracket 131 is mounted, and an electromagnetic actuator 192 which is set up so that it has the opening and closing plate 191 rotates.

The opening and closing plate 191 is on the bodyside bracket 131 mounted so that the plate 191 around a pivot pin 193 standing at the bracket 131 is fixed, is rotatable between an open position and a closed position, wherein the recessed portion 131a1 of the holding section 131 the bodyside bracket 132 each is open or closed. The pivot pin 193 is at a substantially middle point in the direction of the width of the slot of the depression part or recessed part 131a1 and in front of the holding section 131 , The plate 191 has a slot 191a extending in a radial direction of the pivot pin 193 extends.

The electromagnetic actuator 192 is under the control of the electronic control unit (ECU) 186 (mainly constituted by a computer) is excited or de-energized according to a sensor output signal operable to detect a state of the vehicle or the vehicle occupant, such as a seat belt sensor (SS). 185 , which is arranged to detect that the seat belt is applied to the vehicle driver, as in the seventh example of 41 to 43 the case is. The electromagnetic actuator 182 is in front of the opening and closing plate 191 arranged and is by the body-side bracket 131 supported and is with a bar 192a provided with a rear end portion which is bent so that it has the shape of a letter L, and in engagement with the slot 191a the plate 191 is held.

When the seat belt is applied to the vehicle driver or passenger, the electromagnetic actuator becomes 192 excited, so that the staff 192a in the rearward direction moves for the purpose of rotating the opening and closing plate 191 to its closed position, as indicated by a solid line in 44 is shown in the recess portion 131a1 the bodyside bracket 131 through the plate 191 closed is. If the seat belt is not applied to the vehicle driver or vehicle occupant, the electromagnetic actuator becomes 192 de-energized, so that the staff 192a moving in the forward direction to rotate the plate 191 to the open position, indicated by a dashed line with two dots in 44 is shown, in which the recess part or recess portion 131a1 is open.

At the in 44 shown first modification, the opening and closing plate 191 in its closed position, passing through the solid line in 44 is shown by the backward movement of the rod 192a held by the electromagnetic actuator 192 is excited when the seat belt is applied to the vehicle driver. In the closed position of the plate 191 becomes a force of abutting contact of the engaging portion 171b the energy absorption plate 161 with the opening and closing plate 191 in a simple way by the pivot pin 193 but not to the staff 192a transferred, leaving the plate 181 is held in its closed state, in which the recess portion 131a1 of the holding section 131 the bodyside bracket 131 through the plate 181 closed, so the plate 191 prevents the engaging section 171b the energy absorption plate 171 with the holding section 131 the bodyside bracket 131 engaged.

If in a collision of the vehicle, the seat belt is applied to the vehicle driver, the Aufbrechhalterung 141 from the bodyside bracket 131 axially moved and released in the forward direction of the vehicle, and the engaging portion 171b the energy absorption plate 171 is thus moved in the forward direction, but the engaging portion 171b does not interfere with the holding section 131 the bodyside bracket 131 brought. In this case, the impact energy passing through the energy damping plate 171 is attenuated when bending the engaging portion 171b due to its abutting contact with the opening and closing plate 191 less than in the sixth example.

On the other hand, if the seat belt is not applied to the driver, the electromagnetic actuator becomes 192 de-energized, so his staff 192a is set back in the forward direction, so that the opening and closing plate 192 is rotated to its open position, wherein the recess portion 131a1 of the holding section 131 is kept open, which is the engagement of the engaging portion 171b with the holding section 131 allows.

If in a collision of the vehicle, the seat belt is not applied to the driver, the Aufbrechhalterung 141 from the bodyside bracket 131 axially moved and released in the forward direction of the vehicle, and the engaging portion 171b the energy absorption plate 171 is moved in the forward direction and becomes engaged with the holding portion 131 the bodyside bracket 131 brought, as is the case in the sixth example.

In the load switching device 190 from 44 becomes the force of the abutting contact of the engaging portion 171b the energy absorption plate 171 with the opening and closing plate 191 , which is arranged in its closed position, by the pivot pin 193 and is not added to the staff 192a of the electromagnetic actuator 192 transfer. Furthermore, the opening and closing plate 191 brought to its open position to the engagement of the engaging portion 171b with the holding section 131 to allow that through the energy damping plate 171 damped impact energy not at the electromagnetic actuator 192 acts. Accordingly, the required size and the manufacturing cost of the electromagnetic actuator 192 be reduced.

In the load switching device 190 from 44 is the opening and closing plate 191 with the body-side bracket 132 through the pivot pin 193 rotatably connected and will guide you through the rod 192a of the electromagnetic actuator 192 rotated between its closed position and its open position. However, this rotatable opening and closing plate 191 be replaced by an opening and closing plate, which on the body-side bracket 131 is mounted with a suitable holder, so that the latter plate in the direction of the width of the recess portion 131a1 of the holding section 131 between its open position and its closed position is movable, in which the recess portion 131a1 each is open or closed.

The in the 45 to 47 shown load switching device 200 is an engagement adjustment mechanism, which is adapted to the engagement of the engagement portion 171b the energy absorption plate 171 with the holding section 131 the bodyside bracket 131 allows or prevents. The load switching device 200 has one support plate 135 attached to the bodyside bracket 131 is mounted, and an electromagnetic actuator 202 on, which is set up to be the support plate 135 moved in the longitudinal direction of the vehicle.

The support plate 135 is on the bodyside bracket 131 mounted so that the support plate 135 over a holder 136 standing at the bracket 131 is fixed, is movable in the longitudinal direction of the vehicle. The support plate 135 is at its rear end portion with a recess holding portion 135a provided that the holding section 131 corresponds to that provided in the sixth and the seventh example.

The electromagnetic actuator 202 is under the control of the electronic control unit (ECU) 186 (mainly constituted by a computer) is excited or deenergized according to a sensor output signal operable to detect a state of the vehicle or a vehicle occupant such as a seat belt sensor (SS). 185 , which is arranged to detect that the seat belt is applied to the vehicle occupant, as in the seventh example of 41 to 43 the case is. The electromagnetic actuator 202 is in front of the support plate 135 arranged and is by the body-side bracket 131 supported and is with a bar 202a provided to its forward position in 46 is shown by exciting the electromagnetic actuator 202 is then moved when the seat belt is applied to the vehicle occupant, and to its rear position, the in 47 is shown by the de-energizing of the electromagnetic actuator 202 is moved when the seat belt is not applied to the vehicle occupant. The rod 202a has an externally threaded rear end portion located at the front end portion of the support plate 135 through a pair of nuts 204 is attached.

In the second modification of 45 to 47 becomes the electromagnetic actuator 202 so excited that he's the rod 202a to its front position the 45 and 46 moves when the seat belt is applied to the vehicle occupant. At this front position of the rod 202a can the engagement section 171b the energy absorption plate 171 not in engagement with the recessed holding section 135a to be brought.

When the seat belt is applied to the vehicle occupant in a collision of the vehicle, the breakaway bracket becomes 141 from the bodyside bracket 131 axially moved and released in the forward direction of the vehicle, and the engaging portion 171b the energy absorption plate 171 is thus moved in the forward direction, but the T-shaped engagement portion 171b does not engage with the recessed holding section 135a the support plate 135 brought. In this case, the impact energy passing through the energy damping plate 171 is attenuated, less than in the sixth example.

On the other hand, when the seat belt is not applied to the vehicle occupant, the electromagnetic actuator becomes 192 de-energized to his staff 202a in the back position of 47 so keep that engagement section 171b the energy absorption plate 171 in engagement with the recess holding portion 135a the support plate 135 can be brought.

If, in a collision of the vehicle, the seat belt is not applied to the vehicle occupant, the break-away bracket becomes 141 from the bodyside bracket 131 axially moved and released in the forward direction of the vehicle, and the engaging portion 171b the energy absorption plate 171 is moved in the forward direction and engages with the recessed holding section 135a the support plate 135 brought, as is the case in the sixth example.

In the load switching device 200 of the 2 and 45 to 47 The impact energy generated by the energy absorption plate becomes 171 is attenuated, upon engagement of the engagement portion 171b with the recessed holding section 135a the support plate 135 , through the body-side mount 141 through the support plate 135 and the holder 136 is absorbed and does not become the electromagnetic actuator 202 transfer.

Since the impact energy damping load, which at an engagement of the engagement portion 171b the energy absorption plate 171 with the recessed holding section 135a the support plate 134 is generated, not on the electromagnetic actuator 202 can be applied, the required size and the manufacturing cost of this electromagnetic actuator 202 be reduced.

Eighth example

A shock absorbing steering apparatus according to an eighth example is in the sectional view of the 48 to 50 shown. This eighth example uses an energy-absorbing plate 174 on, consisting of two elements 174A and 174B consisting of each other in the longitudinal direction of the vehicle by an electromagnetic actuator 212 are movable away, which is arranged so that it has a U-shaped section 174a and a T-shaped engagement portion 174b the energy absorption plate 174 connects or separates from each other. The means the present example has a load switching device 210 configured to change the impact energy attenuation load by selectively the two elements 174A and 174B be joined together or separated from each other. The shock absorbing steering apparatus according to the present eighth example has an identical structure to the sixth example and has the same advantages as in the seventh example in the presence of the load switching device 210 ,

The load switching device 210 has an electromagnetic actuator 212 up under the control of the electronic control unit (ECU) 186 (mainly constituted by a computer) is excited or de-energized according to a output signal of a sensor operable to detect a condition of the vehicle or a vehicle occupant such as a seat belt sensor (SS). 185 arranged to detect that the seat belt is applied to the vehicle occupant, as in the seventh embodiment of 41 to 43 the case is. The electromagnetic actuator 212 is on the element 174A attached to the U-shaped section 174a the energy absorption plate 174 has, and has a connecting pin 212a that with a through hole 174c engageable in the element 174B is formed, which is the engaging portion 174b the plate 174 having.

The electromagnetic actuator 212 is de-energized, so that the connecting pin 212a down into the through hole 174c moves like this in 49 is shown to thereby the two elements 174A and 174E the plate 174 connect when the seat belt is not applied to the vehicle occupant. When the seat belt is applied to the vehicle occupant, on the other hand, the electromagnetic actuator becomes 212 excited to the connecting pin 212a up to its upper recessed position of 50 to move, where the connecting pin 212a not in the through hole 174c is introduced. In this recessed position of the connecting pin 212a are the two elements 174A and 174B the energy absorption plate 174 separable from each other.

In the eighth example constructed as described above, the two elements become 174A and 174B the energy absorption plate 174 connected together by the connecting pin 212a in the through hole 174c is introduced by the de-energizing of the electromagnetic actuator 212 when the seat belt is not applied to the vehicle occupant. In this state, the energy damping plate 174 effectively act such that the impact energy upon engagement of the engagement portion 174b with the holding section 131 the bodyside bracket 131 is dampened.

When the seat belt is applied to the vehicle occupant, the electromagnetic actuator becomes 212 stimulated, so that the connecting pin 212a is moved to its upper recessed position, in which the two elements 174A and 174B the energy absorption plate 174 can be separated from each other. In this state, the engagement of the T-shaped engagement portion allows 174b the energy absorption plate 174 with the holding section 131 the bodyside bracket 131 not that the energy damping plate 174 effectively dampens the impact energy generated in the collision of the vehicle.

In the eighth example described above, there is the energy absorbing plate 174 from the two elements 174A and 174B , which are separable from each other in the longitudinal direction of the vehicle, at the position of the electromagnetic actuator 212 that is between the U-shaped section 174a and the engaging portion 174b the plate 174 is arranged. However, the load switching device 210 provided in the eighth example by a load switching device 220 according to one of 51 to 53 to be replaced. In this modification, there is a T-shaped engagement portion 175b the energy absorption plate 175 from an elongated element 175b1 and a cross member 175b2 which are usually connected by a resin tube 223 connected, which sits in through holes, in the two elements 175b1 and 175b2 are formed. The load switching device 220 has an electromagnetic actuator 222 on that with a connecting pin 222a is provided with the resin tube 223 can be brought into engagement.

The electromagnetic actuator 222 is under the control of the electronic control unit (ECU) 186 (mainly constituted by a computer) is excited or de-energized in accordance with a sensor output signal operable to detect the condition of the vehicle or vehicle occupant, such as a seat belt sensor (SS). 185 , which is arranged to detect that the seat belt is applied to the vehicle occupant, as in the seventh example of 41 to 43 the case is. The electromagnetic actuator 222 is by a holding element 224 supported on the back surface of the elongated element 175b1 the engaging portion 185b the energy absorption plate 175 is attached, in such a manner that the connecting pin 222a in the resin tube 223 can be introduced, which sits in through holes through the elongated element and the cross member 175b1 respectively. 175b2 are formed.

The electromagnetic actuator 222 is de-energized to the connecting pin 222a in the resin tube 223 to move, which sits in the through holes, as in 52 is shown to thereby the longitudinal element and cross member 175b1 respectively. 175b2 the engaging portion 175b the energy absorption plate 175 connect to each other when the seat belt is not applied to the vehicle occupant. When the seat belt is not applied to the vehicle occupant, the electromagnetic actuator becomes 222 excited to the connecting pin 222a to reset out of the through hole, in the cross member 175b2 is formed, as in 53 is shown. In this state, the longitudinal element and the transverse element 175b1 and 175b2 be separated from each other by the resin tube 223 is broken when the engaging portion 175b with the holding section 131 is engaged.

In the modification of 51 to 53 become the longitudinal element and the cross element 175b1 and 175b2 from the engaging portion 175b the energy absorption plate 175 interconnected with the connecting pin 222a in the resin tube 223 is introduced by the de-energizing of the electromagnetic actuator 222 when the seat belt is not applied to the vehicle occupant. In this state, the energy damping plate acts 175 in an effective manner for absorbing the impact energy upon engagement of the T-shaped engagement portion 175b the energy absorption plate 175 with the holding section 131 the bodyside bracket 131 ,

When the seat belt is applied to the vehicle occupant, the electromagnetic actuator becomes 222 excited to the connecting pin 222a from the through hole of the cross element 175b2 put back out, leaving the resin tube 223 breaks open during an engagement of the engagement portion 175b with the holding section 131 , whereby the longitudinal element and the cross element 175b1 and 175b2 the engaging portion 175b be separated from each other. In this state, the energy damping plate acts 175 not effectively absorbing the impact energy.

Third group of examples

below the ninth to eleventh examples are described, which are similar to each other, which form the third group of examples.

Ninth example

It will be on the 54 to 58 Reference is made, in which a shock absorbing steering apparatus is constructed, which is constructed according to a ninth example. The steering column 5 and the other elements of this steering apparatus are similar in structure to the first example. The above description of the first example from the beginning to the portion indicated by (* 1) applies with reference to FIGS 1 to 6 in the steering apparatus of this ninth example. In the description of the ninth example set forth below and in the 54 to 58 However, the reference numerals 231 . 241 . 249 and 271 have been used, respectively, to denote the body-side bracket, the break-away bracket, the guide member, and the energy-absorbing plate, as indicated by the respective reference numerals 31 . 41 . 49 respectively. 71 are designated in the first example. The components of these elements 231 . 241 . 249 and 271 in the ninth embodiment, combinations of these reference numerals and letters "a", "b", etc. designate.

In the ninth example, the breakaway bracket 241 a main body portion having an approximately lateral central portion 241c that has two plates 241c1 and 241c2 which are arranged one above the other, as in 54 to 58 is shown. The top plate 241c1 extends from the front end of the lower plate 241c2 by an appropriate distance in the axial direction of the column body 25 , That is the upper plate 243c1 has a protruding front end portion 241c3 on, on which a guide element 249 is mounted, which is formed of resin. An impact energy absorbing element in the form of an energy absorbing plate 271 is at the middle section 241c the breakaway bracket 241 mounted, the guide element 249 is arranged between them. In the present example, the middle section acts 241c the breakaway bracket 241 and the guide element 249 at the projecting front end portion 241c3 of the middle section 241c is fastened together to the mounting section 45 at which the impact energy absorbing element in the form of the plate 271 is mounted.

The guide element 249 has a recess section 249d in which the projecting front end portion 241c3 the breakaway bracket 241 sits, and it has a semi-cylindrical section 249f for a plastic deformation of a lower arm portion 271a3 the energy absorption plate 271 which is described below. The guide element 249 also has a rear extension 249n that stretch along the top plate 241c1 the breakaway bracket 241 extends in the rearward direction. The guide element 49 , which is thus generally in the form of a letter J under consideration in 57 is at the breakaway bracket 241 mounted such that the rear end surface of the short lower arm facing the front end of the lower Plat th 241c2 the breakaway bracket 241 is held. The rear extension 249n has an engaging projection 249e which extends down from its rear end. The guide element 249 is at the breakaway bracket 241 mounted such that the engagement projection 249e in engagement with the upper plate 241c1 is held.

The energy damping plate 271 is an elongated metallic plate capable of causing the impact energy to be damped, which is generated in the event of a secondary collision of the vehicle driver with the steering wheel in a collision of the vehicle, in such a way that the impact energy with a forward movement of the break-off bracket 241 is damped relative to the vehicle body, which takes place when the movable portion of the steering column 5 is moved axially forward relative to the vehicle body by the secondary collision. Like this in 58 is shown, the energy damping plate 271 a U-shaped section 271a on, which engages with the guide element 249 is held such that the U-shaped section 271a relative to the break-away bracket 241 is displaceable. The energy damping plate 271 further comprises an engaging portion 271b on, which is formed at its upper rear end portion. The engaging section 271b is with a holding section 231 engageable on the body side bracket 231 is trained. The energy damping plate 271 also has holding sections 271c for engagement with the break-away bracket 241 on.

The U-shaped section 271a sits at the two plates 241c1 and 241c2 the breakaway bracket 241 and the guide element 249 of the mounting section 45 such that opposing two straight arms of the U-shaped section 271a the two plates arranged one above the other 241c1 and 241c2 the breakaway bracket 241 sandwich in the vertical direction, as in 57 is shown. The U-shaped section 271a has a curved curved portion 271a1 and the above-indicated two straight arms in the form of an upper arm portion 271a2 and the above-indicated lower arm portion 271a3 on, passing each other through the curved section 271a1 are connected. The guide element 249 has a front section, with the curved section 271a1 is kept in contact, and functions as a guide portion 48 that is operable to hold the energy damper plate 271 along the curvature of the curved section 271a1 in a pushing and sliding contact with the curved portion 271a1 deformed. The guide section 48 Also, it functions as an urging section that is operable to form a deformable element in the form of the energy-absorbing plate 271 so urges that a deformation of the deformable element is effected.

The upper straight arm section 271a2 extends from the upper end of the curved portion 271a1 from the steering column 5 rearward parallel to the upper surface of the upper plate 241c1 the breakaway bracket 241 , Like this in 58 is shown, is the upper arm portion 271a2 bent at its opposite lateral ends for the purpose of reinforcing the structure. These bent lateral ends terminate at their rear ends in the above-indicated holding portions 271c in the form of claws. The above-indicated engagement portion 271b is formed by a laterally central portion of the upper arm portion 271a2 is bent upwards. The engaging section 271b has a rectangular engagement hole 271b1 that with the holding section 231 in the form of a projection engageable on the body side bracket 231 is trained. Thus, the engaging portion 271b the energy absorption plate 271 with the holding section 231 the bodyside bracket 231 engageable. The engaging section 271b and the holding section 231 Can be used to the steering column 5 on the bodyside bracket 231 over the breakaway bracket 241 provisionally to hold when the steering column 5 on the vehicle body through the break-away bracket 241 is mounted. It should also be noted that the retaining sections 271c in the form of claws function as a positioning and holding means for the purpose of positioning and holding the upper arm portion 271a2 in terms of breaker bracket 241 ,

On the other hand, the lower straight arm portion extends 271a3 from the lower end of the curved section 271a1 from the steering column 5 to the rear and in contact with or in close proximity to the lower surface of the lower plate 241c2 the breakaway bracket 241 held. If the breaker bracket 241 is moved forward relative to the vehicle body, the lower arm portion 271a3 through the semi-cylindrical section 249f of the guide element 249 (as the leader section 48 acts) into sliding contact with the semi-cylindrical portion 249f urged and is along the curvature of the semi-cylindrical section 249f plastically deformed. This plastic deformation of the lower arm section 271a3 leads to a damping of the impact energy generated in the secondary collision described above.

In the ninth example constructed as described above, the U-shaped portion becomes 271a the energy absorption plate 271 through and along the guide element 249 attached to the front section of the breakaway bracket 241 is mounted in a push and Gleitkon clock with the semi-cylindrical section 249f of the guide element 249 deformed when the break-away bracket 241 relative to the body-side mount 231 is moved in the forward direction of the vehicle in the case of the secondary collision of the vehicle occupant in a collision of the vehicle. This deformation of the energy damping plate 271 takes place when the plate 271 along the upper and lower surfaces of the respective upper and lower plates 241c1 respectively. 241c2 is offset so that the impact energy generated in the case of the secondary collision, with a high stability by the deformation of the energy absorbing plate 271 can be dampened.

In the case of secondary collision, the column body becomes 25 by more than the predetermined axial distance L1 from the original state, which in the 54 and 55 is shown axially compressed. More specifically, the ribs experience 61b of the energy damping element 61 a shear deformation or a plastic deformation when the upper shaft 11 and the outer tube 21 relative to the lower shaft 12 and the inner tube 22 each in the forward direction by more than the predetermined axial distance L1 are moved axially.

In the steering apparatus according to the present ninth example, the engagement portion 271b the energy absorption plate 271 with the holding section 231 the bodyside bracket 231 engageable. This intervention can be used to the column body 5 on the vehicle body during assembly of the steering column 5 to temporarily with the vehicle body, that is to say more precisely in the process in which the steering column 5 at her breaker bracket 241 at a portion of the vehicle body (by screwing in the screws 44 into the respective nuts 32 like this in 56 is shown) is attached. The provisional holding of the steering column 5 on the vehicle body by the engagement of the engagement portion 271b with the holding section 231 facilitates the installation of the steering column 5 on the vehicle body through the break-away bracket 241 , During this provisional holding of the steering column 5 becomes the engaging portion 271b subjected to a shear stress or stress such that the thickness of the engagement portion 271b in which a required strength and rigidity is required, can be reduced, resulting in a reduction of the weight of the energy absorbing plate 271 allows. The present steering apparatus has various advantages including the advantages [1] to [6] and [10] to [13] described above with reference to the first example.

Although the ninth example is the one in 58 shown energy absorption plate 271 can apply this plate 271 through an energy-absorbing plate 272 to be replaced, as in 59 is shown constructed according to a modification of the ninth example. This energy damping plate 272 has a U-shaped section 272a on top of an upper arm section 272a2 and a lower arm portion 272a3 Has. The upper arm section 272a2 is at its rear end portion with an engaging portion 272b provided with the bodyside bracket 231 is engageable, and with a holding portion 272c for engagement with the break-away bracket 241 Mistake. The engaging section 272b is formed such that a U-shaped portion of the rear end portion of the upper arm portion 272a2 bent upwards while the holding section 272c is formed so that a rear end portion of a lateral central portion of the rear end portion of the upper arm portion 272a2 bent down. The engaging section 272b and the holding section 272c from the modified energy absorption plate 272 from 59 have a simpler structure than the engaging portion 271b and the holding section 271c the energy absorption plate 271 from 58 ,

During the holding section 231 the bodyside bracket 231 in the ninth example, is arranged to engage with the engaging portion 271b interacts with the steering column 5 temporarily to hold the vehicle body, the holding portion 231 for example, which is not integral with the body-side bracket 231 is formed and which is supported by an electromagnetic actuator, which on the body side bracket 231 is mounted, as is the case in the following tenth example. In this modification, the engagement pin is movable in opposite directions by the electromagnetic actuator for engagement with the engagement portion and disengaging therefrom, respectively, the engagement portion for the purpose of provisionally or temporarily holding the steering column 5 is provided.

In the above-mentioned modification, the engagement pin, which is zurückversetzbar by the electromagnetic actuator, act as the load switching device and the Eingriffseinstellmechanismus, which are described above. That is, when the engagement pin is held in its recessed position to move from the engagement portion 271b the energy absorption plate 271 to disengage, causes a forward movement of the Aufbrechhalterung 241 relative to the vehicle body in a collision of the vehicle no plastic deformation of the U-shaped portion 271a the energy absorption plate 271 in a pushing and sliding contact with the guide element 249 so the plate 271 can not dampen the impact energy.

Tenth example

The shock absorbing steering apparatus according to the tenth example is in partial views of the 60 to 62 shown. Although the energy damping plate 271 which is used in the ninth example is a single elongated metallic plate is the energy absorbing plate used in the tenth embodiment 273 from two plates 273A and 273B which are stacked and each of which acts as an impact energy absorbing element. On the other hand, the body-side bracket 231 with an electromagnetic actuator attached thereto 281 Mistake. The electromagnetic actuator 281 has a solenoid coil and supports an engagement pin 282 acting as a holding portion, such that the retaining pin or retaining pin 282 between a recessed position and a forward offset position is movable. The two plates 273A and 273B the energy absorption plate 273 are with the engagement pin 282 engageable in its forwardly displaced position and engageable with the engagement pin 282 disengaged in its retracted position. It should be noted that the energy absorption plate 273 can be replaced by an energy absorbing plate, which consists of three or more plates, which are arranged one above the other.

The plate 273A has a U-shaped section 273Aa on, which has an upper arm portion having an engagement portion 273Ab did that with the engagement pin 282 is engageable, and a holding section 273Ac for engagement with the break-away bracket 241 , The U-shaped section 273Aa sits on the mounting section 45 the breakaway bracket 241 , The U-shaped section 273Aa further includes a lower arm portion 273Aa3 on, located below the mounting section 45 extends. The lower arm section 273Aa3 is through and along the guide section 48 so plastically deformed that the impact energy generated in the secondary collision is damped. The engaging section 273Ab has a rectangular engagement hole 273Ab1 that with the arranged in the forward offset position engagement pin 282 can be brought into engagement. The engagement of the engagement hole 273Ab1 with the engagement pin 282 Can be used to the steering column 5 to temporarily hold on the vehicle body such that the engaging portion 273Ab a shear stress or shear load is exposed.

The other plate 273B has a U-shaped section 273Ba comprising an upper arm portion having an engaging portion 273Bb did that with the engagement pin 282 and the body-side mount 231 can be brought into engagement. The U-shaped section 273Ba sits with its inner surface on the outer surface of the U-shaped section 273Aa the plate 273A , The U-shaped section 373Ba also has a lower arm portion 273Ba3 that is below the mounting section 45 extends. The lower arm section 273Ba3 is through and along the guide section 48 so plastically deformed that the impact energy is generated, which is generated in the secondary collision. The engaging section 273Bb has a rectangular engagement hole 273Bb1 that with the engagement pin 282 engageable, which is arranged in the forward offset position, and a pair of projecting portions 273Bb2 , which face each other in the direction of the width of the plate 273B are spaced and the with a recess holding portion 231b the bodyside bracket 231 can be brought into engagement. The engagement of the engagement hole 273Bb1 with the engagement pin 282 Can be used to the steering column 5 to temporarily hold on the vehicle body such that the engaging portion 273Bb is subjected to a shearing stress.

The tenth example of the 60 to 61 is essentially identical to the ninth example with the exception of the energy damping plate 273 and the electromagnetic actuator 281 with the engagement pin 282 , If in a collision of the vehicle, the engaging portions 273Ab . 273Bb the two plates 273A and 273B with the engagement pin 282 are arranged in the forward offset position, the U-shaped sections 273Aa and 273Ba the plates 273A and 273B through and along the guide section 48 the breakaway bracket 241 deformed while the breakaway bracket 241 relative to the body-side mount 231 is moved in the forward direction of the vehicle. The impact energy generated in the vehicle collision can be achieved with high stability by the deformation of the U-shaped sections 273Aa and 273Ba be damped while these U-shaped sections relative to the break-off bracket 241 along the top and bottom surfaces of the break-away bracket 241 be offset.

If the breaker bracket 241 is moved forward relative to the vehicle body in the vehicle collision, while the engagement pin 282 is disposed in the recessed position, in which the engaging portions 273Ab and 273Bb the plates 273A and 273B from the engaged pin located in the recessed position 282 are retired, the plate becomes 273A not by the body-side bracket 231 held and becomes the U-shaped section 273Aa from this plate 273A not by the forward movement of the breaker Chipping 241 deformed while the two protruding sections 273Bb2 the engaging portion 273Bb the other plate 273B in engagement with the recessed holding section 231b the bodyside bracket 231 be brought so that the U-shaped section 273Ba from this plate 273B by the forward movement of the break-off bracket 241 is deformed. Thus, the tenth example is arranged so that optionally the deformation of the U-shaped section 273Aa the plate 273A allowed and prevented, thereby changing in two steps the amount of impact energy passing through the energy absorbing plate 273 can be attenuated, depending on whether the seat belt is applied to the vehicle occupant or not. It should be understood that an engagement adjustment mechanism or a load switching device 285 through the engaging sections 273Ab and 273Bb the two plates 273A and 273B , the electromagnetic actuator 281 and the engagement pin 282 is formed.

The electromagnetic actuator 281 is under the control of an electronic control unit (ECU) 287 (mainly constituted by a computer) is excited or de-energized in accordance with a output signal of a sensor operable to detect a state of the vehicle or the vehicle occupant, such as a seat belt sensor (SS). 286 adapted to detect that the seat belt is applied to the vehicle occupant, as in 60 is shown and as in the seventh example of 41 and 43 the case is. The electromagnetic actuator 281 is stimulated to the engagement pin 282 to move to its recessed position, to allow only the plate 273B the impact energy dampens when the seat belt is applied to the vehicle occupants. On the other hand, when the seat belt is not applied to the vehicle occupant, the electromagnetic actuator becomes 282 de-energized to the engagement pin 282 to keep in the forward offset position for the purpose of engagement with the engagement portions 273Ab and 273Bb the two plates 273A and 273B , while allowing the two plates 273A and 273B dampen the impact energy, so that a larger amount of impact energy due to the deformation of the energy damping plate 273 can be dampened.

The steering apparatus according to the tenth example is substantially the same as the ninth example except for the load switching device 285 and has essentially the same advantages as the ninth example.

In the tenth example, the engaging portion is 273Bb the plate 273B with the pair of protruding sections 273Bb2 provided while the body-side bracket 231 with the recessed holding section 231 is provided so that the protruding sections 273Bb2 the plate 273B with the holding section 231 even when the engagement pin is engageable 282 in its recessed position by the electromagnetic actuator 281 is held. In other words, the amount of impact energy passing through the energy attenuation plate 273 is steamed, coming from the two plates 273A and 273B consists in two steps through the load switching device 285 be changed. However, the load switching device 285 This type can be replaced by a load switching device, not the protruding sections 273Bb2 and the recessed holding section 231b and the ECU 286 is set up to be the electromagnetic actuator 287 such controls that the engagement pin 282 has two recessed positions and also the forward offset position. In one of the two retracted positions of the engagement pin 282 from the engaging portion 273Ab the plate 273A released, but is engaged with the engaging portion 273Bb the other plate 273B held. In the other recessed position becomes the engagement pin 282 from the engaging portions 273Ab and 273Bb the two plates 273A and 273B Approved. In this modification, the amount of impact energy passing through the energy damping plate 273 is changed in three steps, the two recessed positions and the forward offset position of the engagement pin 282 correspond.

Eleventh example

In the ninth example, the steering column 5 be held temporarily by the vehicle body while the steering column 5 is attached to the vehicle body. That is, the engaging portion 271b the energy absorption plate 271 at the breaker bracket 241 is mounted, is engaged with the holding portion 231 the bodyside bracket 231 brought to temporarily the steering column 5 to hold on the vehicle body. Finally, the energy damping plate 271 with the holding sections 271c provided for the purpose of engagement with the Aufbrechhalterung 241 , In the eleventh example, that in the 63 and 64 is shown, an energy damping plate 274 applied, whose structure differs from the energy damping plate 271 different. The present eleventh example is substantially identical to the structure of the ninth example except for the energy absorbing plate 274 and it has essentially the same advantages as the ninth example.

The energy damping plate 274 used in the eleventh example has a U-shaped section 274a on, a crooked section 274a1 an upper arm portion 274a2 and a lower arm portion 274a3 Has. The upper arm section 274a2 is at its rear end portion with an engaging portion 274b provided with the bodyside bracket 231 can be brought into engagement. The upper arm section 274a2 is further at its central portion in front of the engaging portion 274b with a pair of wing sections 274d1 and 274d2 provided, extending from the arm section 274a2 in opposite directions parallel to the direction of the width of the upper arm portion 274a2 extend. The two wing sections 274d1 and 274d2 have respective cylindrical sections 274e that are in the resin capsules 42 are press-fitted, in respective slots 241a1 and 241b1 sit in the holder 241 are formed such that the slots 241a1 and 241b1 from each other in the direction of the width of the upper arm portion 274a2 (in the lateral direction of the vehicle) are spaced as shown in FIG 63 is shown. In a secondary collision of the vehicle occupant break the resin capsules 42 , and the cylindrical sections 274e be from the slots 241a1 and 241b1 so freely given that the break-off bracket 241 relative to the bodyside bracket 231 can move. The resin capsules 42 sit in the respective slots 241a1 and 241b1 in the respective arms 241a respectively. 241b the breakaway bracket 241 are formed, in such a manner that the flanges of the resin capsules 42 in contact with the lower surfaces of the arms 241a and 241b being held. The two wing sections 274d1 and 274d2 may be considered as a single section, between the curved section 274a1 of the U-shaped section 274a and the engaging portion 274b is trained.

In the eleventh example, the steering column 5 are temporarily held by the vehicle body by the engaging portion 274b the energy absorption plate 274 with the holding section 231 engaged when the steering column 5 is cultivated with respect to the vehicle body. In this temporarily held state of the steering column 5 becomes the weight of the steering column 5 through the wing sections 274d1 and 274d2 and the engaging portion 274b the energy absorption plate 274 taken while the curved section 274a1 and the lower arm portion 274a3 passing through the guide section 48 To be deformed (essentially), essentially by a load, which is due to the weight of the steering column 5 results, are free. Accordingly, the U-shaped section 274a the energy absorption plate 274 not during assembly or mounting of the steering column 5 deformed on the vehicle body due to the temporary holding of the steering column 5 as described above, such that the energy attenuation plate 274 is capable of damping the impact energy in the intended manner. It should be understood that the wing sections 274d1 and 274d2 also acting as a positioning device for positioning the upper arm portion 274a2 in terms of breaker bracket 241 ,

Twelfth example

In the ninth example, the curved portion becomes 271a1 of the U-shaped section 271a the energy absorption plate 271 in contact with the semi-cylindrical section 249f of the guide element 249 held within the U-shaped section 271a located. In the present twelfth example, the energy damping plate 285 Applies to the U-shaped section 285a is a suitable amount of an air gap S between the front end of the U-shaped portion 275a and the front end of the mounting portion 45 present, located within the breaker bracket 241 is located, as in 65 is shown. In other words, the air gap S is between a semi-cylindrical portion 275a1 of the U-shaped section 275a and the front end of the guide section 48 intended.

In the present twelfth example, the air gap S allows free forward movement of the break-away bracket 241 and the guide element 249 that is, a free forward movement of the mounting portion 45 in an initial period of secondary collision. Accordingly, the moment when the deformation of the U-shaped section 275a the energy absorption plate 275 through the breakaway bracket 241 is started, delayed with respect to the moment when the break-off bracket 241 from the vehicle body (body-side mount 231 ) is released. Accordingly, the impact energy absorbing load in the initial period of the secondary collision is made smaller in the present twelfth example than in the apparatus in which the deformation of the energy absorbing plate is started substantially simultaneously with the instant at which the break-away bracket 241 from the bodyside bracket 231 is given freely. The moment of generation of the impact energy absorbing load based on the deformation of the U-shaped portion 275a the energy absorption plate 275 can be adjusted as desired by the amount of the air gap S is tuned. The steering apparatus of the present twelfth example has substantially the same structure as the ninth example, and has substantially the same advantages as the ninth example. It should be understood that a similar air gap S may be provided in the other examples of this invention.

Group of exemplary embodiments

below are a first and a second embodiment of the present invention Invention, which are similar to each other and the group at exemplary embodiments form.

First embodiment

The shock absorbing steering apparatus according to the first embodiment of the present invention will be described below with reference to a side view of 66 in which the device is shown, a plan view of 67 in which a provided in the device steering column 301 is shown, a side view of 68 in which in cross-section the steering column 301 is shown, and perspective views of 69A and 69B described in which a rear tube 318 the steering column 301 with attachment to the vehicle body and a shock absorbing device 371 , which is provided in the device, are shown. In the steering column 301 that in the 66 to 68 is shown, the steering wheel is at the right end of the steering column 301 as seen in these drawings, while the steering box with the left end of the steering column 301 is operatively connected under consideration in these drawings. The steering column 301 is mounted on the vehicle body so as to have an inclined position in such a manner that the right end of the steering column 301 under consideration in the 66 to 68 is located above and behind the left end under consideration in the drawings. In the interest of simplifying the description of the embodiments described below is with the right and left ends of the steering column 301 and with the corresponding ends of each element of these, as shown in the 66 to 68 and the direction from the left end to the rear end and the direction from the rear end to the front end are referred to as the rearward direction and the forward direction, respectively direction unless otherwise defined.

In the present steering apparatus, the steering column 301 a pillar body 305 as its main portion having a shaft portion and a tubular portion supporting the wave-like portion such that the shaft portion extends through the tubular portion. The shaft portion has a rear shaft 310 to which a steering wheel is attached, and a front shaft 312 which is connected to the steering gear box for the purpose of steering the front wheels of the vehicle. The rear shaft 310 is a tube-like element, while the front shaft 312 a rod is. The front shaft 312 has a rear end portion formed in a front end portion of the rear shaft 310 is introduced. The front end portion of the rear shaft 310 has an inner peripheral surface provided with a toothing 314 while the rear end portion of the front shaft 312 a provided with a toothing outer peripheral surface 316 has, in the meshing with the toothing provided inner peripheral surface 314 held such that the rear shaft 310 and the front shaft 312 are axially movable relative to each other and are rotatable together as a unit. On the other hand, the tubular portion has a rear tube 318 on the side of the steering wheel and a front tube 320 on the side of the steering gear box. The front tube 320 has a rear end section, which is in a cylindrical lining 322 placed in a front end section of the rear tube 318 is seated, substantially without a clearance between the outer peripheral surface of the rear end portion of the front tube 320 and the inner peripheral surface of the cylindrical casing 322 , This outer peripheral surface and inner peripheral surface of the front tube 320 and the associated cylindrical cladding 322 have been subjected to a treatment to reduce their frictional resistance, thereby providing smooth axial relative movement of the rear and front tubes 318 respectively. 320 sure. The rear tube 318 is at its rear end portion with a radial bearing 324 provided while the front tube 320 at its front end portion with a radial bearing 326 is provided. The rear shaft 310 is at an axially middle section of it through the radial bearing 324 rotatably supported while the front shaft 312 rotatable at its axially central portion through the radial bearing 326 is supported. The column body 305 , which is constructed so, is axially contractible and extendable. That is, the axial length of the column body 305 is variable.

The column body 305 is on his rear tube and his front tube 318 respectively. 320 attached to a portion of the vehicle body by a respective rear and front support mechanism A and B. The front support mechanism B has a holder 330 at the front end portion of the front tube 320 is attached and the a shaft hole 332 through which a support shaft (not shown) attached to the vehicle body is inserted. Thus, the front tube 320 that is the column body 305 mounted on the vehicle body such that the column body 305 is rotatable about the support shaft of the front support mechanism B. The rear support mechanism A has a pillar support structure in the form of a break-away bracket 334 , which is attached to a portion of the vehicle, more specifically to a reinforcement of a dashboard of the vehicle. The rear tube 318 is with a supported element 336 provided, which is attached to this, while the break-off bracket 334 a support element 338 of a U-shaped channel structure comprising the supported element 336 and a supported plate 340 supported on the vehicle body (the reinforcement of the instrument panel) is attached. That is the steering column 301 indicates the column body 305 , the front support mechanism B with the bracket 330 and the rear support mechanism A with the break-away bracket 334 on.

The rear support mechanism A will be described in more detail below with reference to FIGS 69A and 69B described. The reinforcement described above is attached to a body-side holder attached thereto 342 provided while the supported plate 340 the breakaway bracket 334 a couple of slits 344 formed by respective end portions which are spaced from each other in the direction of the extension of the reinforcement (in the transverse direction of the vehicle). Each of these slots 344 has a generally circular pin hole 346 at its front end portion. The pin hole 346 has a diameter slightly larger than the width of the remaining portion of the slot 344 is. fastening pins 348 are through the respective pin holes 346 introduced so that the supported plate 440 between the heads of the pens 348 and the body-side mount 342 is arranged and thus on the body-side bracket 342 is attached. More precisely, it is an intermediate plate 350 between the supported plate 340 and the body-side mount 342 arranged. The intermediate plate 350 has insertion holes 352 into which the shanks of the fixing pins 348 are introduced and has ring-like projections 354 that extend from their lower surface. The insertion holes 352 are through these ring-like projections 354 formed, and the ring-like projections 354 sit in the pin holes 346 , Although the diameter of the fixing pins 348 smaller than the width of the slots 344 is designed, normally prevents the fixing pins or fixing pins 348 out of the pin holes 346 over the remaining section of the slots 344 move because of the presence of the annular projections 354 in the pin holes 346 sit, leaving the back tube 318 prevents it from being relative to the bodyside mount 342 moved axially.

The rear support mechanism A further has a tilting mechanism 364 and a telescopic mechanism 366 on, through which the column body 305 through the breakaway bracket 334 is supported. The support element 338 and the supported element 336 have respective slots 356 respectively. 358 , These slots 356 and 358 are formed such that an extension direction of the elongated holes 356 with a direction of extension of the slots 358 cuts. The column body 305 is rotatable about the support shaft of the front support mechanism B by an angle, that of the length of the slots 356 corresponds to that through the support element 338 are formed, and is retractable and extendable by an axial distance, the length of the elongated holes 358 corresponds to that by the supported element 336 are formed. It will open 66 Reference is made, in which a locking lever 362 for the tilting mechanism 364 and the telescope mechanism 366 is shown. The locking lever 362 has a lock position shown by a solid line and a release position represented by a two-dot chain line. The supported element 336 is on the support element 338 firmly locked when the locking lever 362 is manually operated to the locking position. In this locking position, therefore, the tilt adjustment and adjustment of the axial length of the column body 305 through the tilting mechanism and telescopic mechanism 364 respectively. 366 prevented. The inclination adjustment and the adjustment of the axial length of the column body 305 be enabled by the locking lever 362 is confirmed to the release position.

In the case of a secondary collision of the vehicle occupant with the steering wheel (not shown) on the rear axle 310 the steering column 301 is fixed, in a collision of the vehicle with any object, the rear tube 318 released from the vehicle body, that is, an axial movement of Aufbrechhalterung 334 relative to the body-side mount 342 is made possible by breaking the ring-like projections 354 the intermediate plate 350 formed of a resin or any other material which is comparatively brittle and has a comparatively low coefficient of friction. More specifically, a shock exceeding the steering wheel in the axial direction of the steering column exceeds 301 acts, a predetermined limit, wherein the annular projections 354 to be broken, causing a movement of the break-off bracket 334 in the forward-facing direction of the vehicle, with the supported plate 340 relative to the locating pins or fixing pins 348 in the direction of the extent of the slots 344 that is, relative to the vehicle body is moved, so that the rear tube 318 , the rear shaft 310 and the breakaway bracket 334 with each other relative to the vehicle body (body-side bracket 342 ) are moved. At the present steering column 301 make up this back tube 318 , this rear shaft 310 and this breakaway bracket 334 a movable portion of the column body 305 in that it is possible to be moved axially relative to the vehicle body when on the pillar body 305 acting shock exceeds the predetermined limit. A maximum distance of an axial movement movement of the movable portion of the column body 305 is by abutting contact of the upper end surface of the front shaft 312 defined with a shoulder on the inner circumferential surface of the rear shaft 310 is trained. However, this maximum distance or distance is sufficient to effectively dampen the impact energy generated by the secondary collision, regardless of the axial length of the column body 305 through the telescopic mechanism 366 is set, that is, regardless of the axial position in which the rear tube 318 and the rear shaft 310 when held in the locking position locking lever 362 are locked. (* 3)

The present steering apparatus has a resistance generating device 370 which is adapted to provide a resistance to axial movement of the steering column 310 generated, more specifically against axial movement of the movable portion of the column body 305 , This resistance force may be referred to as an impact energy damping load. The resistance generating device 370 is set so that it has a resistance to the axial movement of the movable portion of the column body 305 which is mainly based on a resistance to deformation of a deformable element. The present steering apparatus has a shock absorbing device 371 that the resistance generating device 370 has, and a mechanism that controls the axial movement of the movable section of the column body 305 allows. 70 shows in enlargement a portion of the resistance-generating device 370 according to 66 , and 71 shows in enlargement a portion of the resistance-generating device 370 according to 68 , while 72 a perspective view of a portion of the portion of the device 370 according to 70 shows.

The resistance generating device 370 has a deformable element in the form of an impact energy absorbing plate 372 (hereinafter referred to as an "EA plate 372 EA = Energy Absorbing = energy-absorbing), and an urging element in the form of a pressure roller 374 for urging the EA plate 372 in such a way that a deformation of the EA plate 372 is effected. The EA plate 372 acts as a shock energy absorbing element configured to generate the impact energy absorbing load, and is at a mounting portion 375 the breakaway bracket 334 assembled. The mounting section 375 is at a substantially central portion of the break-away bracket 334 when viewed in the transverse direction (in the direction of width) of the vehicle.

The pressure roller 374 has a cylindrical roller section equipped with a relatively thick wall 376 and a shaft section 378 moving through a core of the roller section 376 is introduced such that the roller section 376 and the shaft section 378 are not rotatable and axially movable with each other. The shaft section 378 is at its opposite end portions by respective sliding sleeves by respective bearing elements 380 and 382 rotatably supported, which at the front end portion of the Aufbrechhalterung 334 are arranged.

The EA plate 372 is a generally elongated strip formed of a metallic material and has a U-shaped section 272a on. The U-shaped section 272a has a curved section 372a1 and an upper arm portion 372a2 and a lower arm portion 372a3 parallel to each other from the respective opposite ends of the curved section 372a1 extend in the forward direction of the vehicle. Like this in 71 is shown is the upper arm portion 372a2 on the upper surface of the supported plate 340 supported, which is a base portion or base portion of the break-away bracket 334 is while the lower arm section 372a2 is disposed below and parallel to the upper plate portion of the support element 338 that extends another base portion of the break-away bracket 334 is. The pressure roller 374 is inside the U-shaped section 372a arranged such that the outer peripheral surface of the pressure roller 374 in contact with a semi-cylindrical inner surface of the curved portion 372a1 is held. The EA plate 372 is at a mounting section 375 the breakaway bracket 334 mounted by the EA plate 372 in the rearward direction relative to the mounting portion 334 is moved so that the mounting portion 375 through the upper and lower arm section 372a2 and 372a3 and sandwiched between them in a direction perpendicular to the planes of the arm portions. As described in detail below, the EA disk becomes 372 in pressure contact with the pressure roller 374 deformed when the pressure roller 374 with the breakaway bracket 334 is moved forward as a result of a forward movement of the movable portion of the column body relative to the vehicle body in the event of a collision of the vehicle occupant with the steering wheel in a vehicle collision. Thus, the pressure roller acts 374 which is in pressure contact with the inner surface of the curved section 372a1 is held as a guide section 385 in the mounting section 375 is provided to a deformation of the EA plate 372 to effect.

The EA plate 372 also has an engaging portion 372b which is different from the rear one End of the upper arm section 372a2 substantially perpendicular to the plane of the upper arm portion in a direction extending from the lower arm portion 372a3 points away. In other words, the engaging portion 372b has been formed by the rear end portion of the upper arm portion 372a2 is bent in the direction of the lower arm portion 372a3 points away. Like this in the 69A and 69B is shown, the engaging portion 372b generally the shape of a letter T and is this with the bodyside bracket 342 engageable when the breakaway bracket 334 relative to the body-side mount 342 is moved forward. More specifically, the body-side bracket 342 a holding section 342a on, a recess section 342a1 Has. If the breaker bracket 334 relative to the body-side mount 342 is moved forward, the T-shaped engagement portion 372b the EA plate 372 for engagement with the holding section 342a the bodyside bracket 342 brought. When the engaging portion 372b for engagement with the holding section 342a is brought, takes the engagement section 372b a shear stress or shear load. Before the breakaway bracket 334 forward relative to the body-side mount 342 is moved, is a free-wheeling distance L2 between the engaging portion 372b and the holding section 342a (More specifically, the front end of a cutout in the recessed portion 342a1 is formed), as in 69B is shown, so that the engaging portion 372b (the moving section of the column body 305 ) relative to the holding portion 342a is movable about this freewheeling distance L2 in the case of the secondary collision.

The EA plate 372 becomes relative to the mounting section 375 the breakaway bracket 334 positioned. More specifically, the breakaway bracket has 334 a rectangular hole 386 and has a pair of U-shaped positioning and holding pieces 388 which are fixed to respective opposite surfaces, the opposite two sides of the rectangle of the rectangular hole 386 define how this is done in the 69A and 69B is shown. The two U-shaped positioning and holding pieces 388 stand each other in the direction of the width of the EA plate 372 opposite and are formed so that they the upper and the lower arm portion 372a2 respectively. 372a3 the EA plate 372 position. The upper arm section 372a2 is between the top surface of the supported plate 340 and the lower surfaces of the upper arms of the U-shaped positioning and holding pieces 388 arranged so that the upper arm section 372a2 in the directions of the width and the thickness of the upper arm portion 372a2 is positioned. Similarly, the lower arm portion becomes 372a3 between the lower surface of the supported plate 340 and the upper surfaces of the lower arms of the U-shaped positioning and holding pieces 388 arranged so that this lower arm section 372a3 also in the directions of the width and the thickness of the lower arm portion 372a3 is positioned. These U-shaped positioning and holding pieces 388 act as a positioning and holding means for positioning and holding the upper arm portion 372a2 in terms of breaker bracket 334 and as a positioning means for positioning the lower arm portion 372a3 in terms of breaker bracket 334 , The U-shaped positioning and holding pieces 388 also act as delimiting elements for limiting an increase in the distance between the upper and lower arm portions 372a2 respectively. 372a3 thereby to deform the deformation portion of the EA board 372 in a pressure contact with the pressure roller 374 to facilitate. The T-shaped engagement section 272b the EA plate 272 that with the holding section 342a the bodyside bracket 342 engageable with an upright portion which is engageable with the cutout, which through the recess portion 342a is trained. This upright portion has a width W1 that is less than a distance W2 between the two positioning and holding pieces 388 is like this in 69A is shown, so that the upright part or upright section between the positioning and holding pieces 388 can be moved when the EA plate 372 at the mounting section 375 is mounted by the EA plate 372 in the rearward direction relative to the mounting portion 375 is moved.

The pressure roller 374 carries a break-off pin 390 and a lead 392 extending in opposite radial directions from an end portion of the shaft portion 378 extend fixed, as in 70 is shown. If a moment on the pressure roller 374 is applied, is relatively small, a rotational movement of the pressure roller 374 through the breaker pin 390 prevented, in abutting contact with a pin contact element 394 is that on the corresponding bearing element 380 is attached. If that is on the pressure roller 374 applied torque is greater than a predetermined limit, breaks the Aufbrechstift 390 or this is bent away at a contact contact of the pin 390 with the pin attachment element 394 , After the breaking pin 390 is broken, another rotational movement of the pressure roller 374 allows for the projection 392 to an abutting contact with a stopper element 396 has been brought to the bearing element 380 is attached as indicated by a dashed line in 70 is shown. In the present embodiment, it is possible that the pressure roller 374 continues to rotate through an angle of approximately 45 °.

When the movable section of the pillars body 305 is released and is moved axially forward of the vehicle body, as indicated by a white arrow in 71 is shown, that is, when the Aufbrechhalterung 334 relative to the body-side mount 342 is moved forward, the engaging portion passes 372b the EA plate 372 in engagement with the holding section 342a the bodyside bracket 342 , and the EA plate 372 is then passed through the pressure roller 374 , which is in pressure contact with this, pressed forward. As a result, the position of the curved portion becomes 372a1 in the longitudinal direction of the EA plate 372 gradually changed upon deformation of the EA plate 372 while the upper arm section 372a2 is moved backwards and the lower arm section 372a3 is moved forward. Thus the EA plate becomes 372 deformed, as it relative to the break-off bracket 334 in a pressure contact with the pressure roller 374 is offset.

If at the secondary collision on the steering column 301 acting impact is comparatively slight, becomes the movable portion of the column body 305 moved axially at a relatively low speed. In this case, the breaking pin 390 not with a contact with the pin contact element 394 broken, and another rotational movement of the pressure roller 374 is prevented, leaving the EA plate 372 along the curvature of the outer circumferential surface of the pressure roller 374 is deformed in a pressure and sliding contact with this outer peripheral surface. In this regard, it should be noted that the roller section 376 the pressure roller 374 is formed of a hard resin, so that the frictional resistance between the roller portion 376 and the EA plate 372 is relatively low. Accordingly, a force required to be the front end portion of the formed at this moment lower arm portion 372a along the curvature of the pressure roller 374 to bend and the front end portion of the formed at this moment upper arm portion 372a2 to stretch, as substantially equal to a resistance to deformation of the EA plate 372 considered. The resistance generating device 370 generates a resistance force based on this resistance to deformation of the EA board 372 , which is considered to be a reaction force caused by the axial movement of the movable portion of the column body 305 is generated, this reaction force is the impact energy damping load. The resistance based on the resistance to deformation of the EA board 372 is theoretically independent of the speed of axial movement of the movable portion of the column body 305 or the break-away bracket 334 held constant when the resistance to deformation of the EA plate 372 not varied.

When the on the steering column 301 acting impact is comparatively vigorous, become the moving section of the column body 305 and the breakaway bracket 334 moved at a correspondingly high speed. In this case, the EA plate becomes 372 so crowded that it is deformed at a comparatively high rate within a relatively short time. Accordingly, the moment on the pressure roller 374 due to a frictional force between the roller portion 376 and the EA plate 372 is applied, suddenly raised. As a result, the breaking pin breaks 390 , which allows the pressure roller 374 is further rotated. Like this in 72 shown has the pressure roller 374 two short cylindrical projections 398 which are formed of a metal round bar. The cylindrical projections 398 are partly in the roll section 376 embedded and partially protrude from the outer peripheral surface of the roller portion 376 out. The two cylindrical protrusions 398 are mutually in the axial direction of the roller portion 376 spaced. On the other hand, the EA plate has 372 two parallel grooves 400 which are formed in one of their opposite major surfaces such that the two grooves 400 with the respective two grooves 400 in the axial direction of the roller section 376 (in the direction of the width of the EA plate 372 ) are aligned. Each of the grooves 400 has a width slightly smaller than the diameter of the cylindrical protrusions 398 is. When the pressure roller 374 is rotated, get the cylindrical projections 398 in engagement with the respective grooves 400 while the sidewalls of each groove 400 be deformed so that the width of the groove 400 increases. At this time, the resistance to deformation of the EA plate is 372 equal to a sum of the force required to the upper and the lower arm portion 372a2 respectively. 372a3 to stretch, a force that is required to the above-described side walls of the grooves 400 to deform, and a force of friction between the cylindrical protrusions 398 and the grooves 400 , This resistance force upon engagement of the cylindrical projections 398 with the grooves 400 is larger than the one before this operation (that is, before the pressure roller 374 at a break of Aufbrechstiftes 390 is turned). Thus, the resistance to deformation of the EA board decreases 372 to change the state of engagement between the deformable member in the shape of the EA plate 372 and the urging member in the form of the pressure roller 374 so that the resistance force generated by the resistance-generating device 370 is generated, increases accordingly. After the resistance force at an engagement of the cylindrical projections 398 with the grooves 400 has increased, the increased resistance is maintained.

In the graphical representation of 73 is schematically a relationship between the speed v of the movement of the movable portion of the column body 305 (More specifically, the maximum speed v for a comparatively short time after application of the impact to the steering column 301 ) and a resistance force (impact energy absorbing load) σ generated by the resistance-generating device 370 is generated shown. It should be understood from this graph that a relatively large resisting force σ _H is generated when the velocity v is higher than a threshold v ₀ , above which the pressure roll 374 at a break of Aufbrechstiftes 390 is rotatable, and a relatively small resistance force σ _L is generated when the speed v is less than the limit value v ₀ . Thus, it can be considered that the present resistance generating device 370 a resistance change mechanism that is operable to increase the resistance to deformation of the EA board 372 depending on the speed of axial movement of the steering column 301 changes. The amount of impact energy to be damped is a product of the distance (path) of the axial movement of the steering column 301 and the resistance force generated by the resistance-generating device 370 is produced. In this regard, it is believed that the shock absorbing device 371 that the resistance generating device 370 comprising a mechanism for changing the impact energy damping amount, which is operable to the amount of damping of the impact energy in dependence on the speed of axial movement of the movable portion of the column body 305 changes. It should also be noted that the deformable element is in the shape of the EA plate 372 is arranged such that the U-shaped section 372a relative to the urging member in the form of the pressure roller 374 is mobile. In other words, the pressure roller 374 acting as the guiding element 385 Acts, and the EA plate 372 relative to each other in sliding contact with each other at a speed depending on the speed of movement of the movable portion of the column body 305 movable. In this regard, it is assumed that the resistance changing mechanism of the resistance generating device 370 changes the engagement state between the deformable member and the urging member depending on the speed of relative displacement between them. The engagement state described above is changed according to the moment applied to the pressure roller 374 is applied, that is, according to a force that varies with the speed of relative displacement. Thus, the above-mentioned impact energy damping amount changing mechanism is arranged to change the amount of damping (the amount of damping) of the impact energy depending on the force applied thereto without applying any electrical equipment.

It should also be understood from the above description of the first embodiment that the cylindrical projections 398 at the pressure roller 374 are provided and with the on the EA plate 372 trained grooves 400 are engageable as a deformation resistance increasing member operable to increase the resistance to deformation of the EA board 372 increases, and that the mechanism for allowing the rotation of the pressure roller 374 when the moving speed of the breaker bracket 334 is relatively high, that is, the mechanism, the breaking pin 390 and the pin attachment element 394 and the bearing elements 380 and 382 for a rotatable support of the pressure roller 374 acting as an engagement mechanism operable to receive the cylindrical protrusions 398 into engagement with the EA plate 372 then brings when the speed of relative movement between the guide section 385 in the form of the pressure roller 374 and the deformable element in the shape of the EA plate 372 is high. The deformation resistance increasing member and the engaging mechanism constitute a main portion of an energy absorbing load changing mechanism that is operable to reduce the impact energy absorbing load depending on the speed of movement of the breaking holder 334 changes. This energy damping load change mechanism is arranged to increase the impact energy absorbing load when the moving speed of the break-away bracket 334 exceeds a predetermined limit.

The present steering apparatus according to the first embodiment has various advantages including the advantages [1] to [6], [8], [9], [13] and [17] described above with reference to the first example, and FIG another advantage due to the provision of the energy damping load change mechanism in that the amount of damping energy that can be damped is adjustable in response to the actual shock applied to the steering column 301 in the case of the secondary collision of the vehicle occupant with the steering wheel acts.

Second embodiment

The steering apparatus according to the second embodiment employs a resistance generating device 410 arising from the resistance generating device 370 differs, which is applied to the shock absorbing steering apparatus according to the first embodiment. The second embodiment is the first embodiment with the exception of the resistance generating device 410 identical to those below with reference to 74A , the one 71 corresponding cross-sectional view shows, and 74B which shows a side view of a centrifugal clutch used in the in 74A shown resistor generating device is provided.

The resistance generating device 410 has a pair of bearing elements (one of which is in 74 shown) 412 attached to the front end portion of a column support structure in the form of the break-away bracket 334 is arranged, and a pressing member in the form of a pressure roller 414 passing through the bearing elements 412 is rotatably supported. The pressure roller 414 is used as an urging element to urge the EA plate 372 in such a way that a deformation of this EA plate 372 is effected. Like the pressure roller 374 used in the first embodiment, the pressure roller acts 414 as the guide section 385 of the mounting section 375 and has a roll section 416 and a shaft section 418 which are integrally formed with each other. The pressure roller 414 is at her shaft section 418 through the pair of bearing element 412 rotatably supported. In the present embodiment, the roller section is 416 formed of a metallic material having a comparatively high coefficient of friction with respect to the surface of the EA plate 372 has (that does not have the grooves 400 having). The opposite end portions of the shaft portion 418 protrude from the respective bearing elements 412 in the opposite axial directions from the bearing elements 412 out. At one of these opposite end portions is a centrifugal clutch 420 mounted, which is a blocking plate 424 that has an external locking toothing 422 has, and a hub 426 has that radially inside the lock plate 424 is arranged. The lock plate 424 has a central hole through which the corresponding end portion of the shaft portion 418 via a sliding bush (this is not shown) is introduced such that the locking plate 424 relative to the shaft section 418 is rotatable. On the other hand, the hub is 426 at the shaft section 418 at an axial position of the shaft portion 418 outside the lock plate 424 fixed so that the turntable 426 together with the pressure roller 414 is turned. At the other end portion of the shaft portion 418 , by the centrifugal clutch 420 is removed, a non-toothed rotary plate (not shown) is mounted such that this rotary plate is relative to the shaft portion 418 like the locking plate 424 is rotatable. The lock plate 424 and the rotary plate have the same diameter and respective radially projecting lugs connected together by a connecting rod 428 are connected. The breakaway bracket 334 has a cutout which is formed at its front end portion so that the bearing element 412 sitting firmly in this cutout, as in 74A is shown.

A pair of rotary levers 430 (one of which is in 74A is shown) are between the two bearing elements 412 arranged such that each of the rotary levers 430 adjacent to the inner surface of the corresponding bearing element 412 is arranged. The rotary levers 430 are around a rotating shaft 432 rotatable, at their opposite ends by respective bearing elements 412 is supported. Furthermore, the rotary levers 430 together at their middle portions by a roller shaft 434 parallel to the rotary shaft 432 is so connected, that the rotary levers 430 around the rotary shaft 432 are rotated as a unit while maintaining the same angular position. An auxiliary role 436 that have a smaller diameter than the pressure roller 414 has, is rotatable on the roller shaft 434 assembled. The auxiliary role 436 located between the lower arm section 372a3 the EA plate 372 and the outer peripheral surface of the rear tube 318 , so that rotational movements of the rotary lever 430 in the clockwise direction under consideration of 74A cause the auxiliary role 436 to a pressure contact with the lower surface or outer surface of a front end portion of the lower arm portion 372a3 is brought, which is near the curved section 372a1 located. The free end sections of the rotary levers 430 from the rotary shaft 432 are removed, are arranged so that they with the above-described connecting rod 428 can be brought into engagement. Furthermore, the rotary levers 430 suitably curved so that interference from them through the EA plate 372 and the pressure roller 414 is avoided. The two bearing elements 412 are connected to each other by a limiting bar 438 connected at their opposite ends to the respective bearing elements 412 is attached. This limit bar 438 is arranged such that the limiting bar 438 in contact with the upper surface of the lower arm portion 372a3 the EA plate 372 is held. In the present resistance generating device 410 cause the movements taking place in the clockwise direction of the rotary lever 430 that the auxiliary role 436 with the outer surface of the lower arm portion 372a3 the EA plate 372 at a longitudinal position of the EA plate 372 between the pressure roller 414 and the limit bar 438 come in contact with the inner surface of the EA plate 372 stand so that the lower arm section 372a3 through the auxiliary role 436 and the pressure roller 414 and the perimeter bar 438 and get trapped between them. In this regard, it can be assumed that the pressure roller 414 and the perimeter bar 438 act as a limiting element for limiting an access Taking the distance between the upper and lower arm portion 372a2 respectively. 372a3 the EA plate 372 ,

The centrifugal clutch 420 has an engaging claw in the form of a rotary claw 440 pivotally attached to a radially outer portion of the turntable 426 is attached. This engagement claw 440 is at its free end with a tension spring 442. connected so that the rotary claw 440 usually from the ratchet teeth 422 is given freely. When the speed of the turntable 426 that is, the rotational speed of the pressure roller 424 exceeds a predetermined limit, one at the rotary jaw 440 acting centrifugal force greater than a biasing force of the tension spring 442. , so the rotary claw 440 turns around its fixed end, causing a movement of the free end of the rotary claw 440 in the radially outward direction of the turntable 426 and to an engagement of the free end with a tooth of the locking teeth 422 leads. Consequently, the turntable 426 and the lock plate 424 turned as a unit, and the rotary levers 430 be through the connecting rod 428 turned in the clockwise direction, leaving the auxiliary roller 436 in a pressure contact with the lower arm portion 372a3 the EA plate 372 is brought, whereby the front end portion of the lower arm portion 372a3 from the U-shaped section 372a is curved inwards, as indicated by a dashed line with two dots in 74A is shown. In this condition is the pressure roller 414 with the EA plate 372 connected, and the rotation of the pressure roller 414 is limited, so the EA plate 372 at a Reibgleitkontakt with respect to the outer peripheral surface of the roller portion 416 the pressure roller 414 is deformed. That is, when the operating condition of the centrifugal clutch 420 is changed from a free state to an engagement state or engagement state, the engagement state between the pressure roller 414 and the EA plate 372 changed so that a resistance to deformation of the EA plate 372 increases, so that the impact energy absorption load increases accordingly. When the centrifugal clutch 420 Once engaged, the centrifugal clutch becomes 420 locked in the engaged state, and the rotation of the pressure roller 414 is kept limited or restricted, so that the increased resistance is maintained as long as the impact energy is damped. In the 74A and 74B white arrows show the movements of the various elements of the resistance-generating device 410 while the centrifugal clutch 420 in the engaged state.

When the moving section of the column body 305 is moved axially forward with a forward movement of the Aufbrechhalterung 334 relative to the body-side mount 342 in the secondary collision of the vehicle occupant with the steering wheel, the EA plate is 372 deformed while a resistance to deformation of the EA plate 372 (a resistance, the deformation of the EA plate 372 counteracts) by the resistance generating device 410 as generated in the first embodiment. In the present second embodiment, the pressure roller 414 in the forward movement of the EA plate 372 turned. If the shock, at the steering column 301 acts, is comparatively minor, the movable portion of the column body 305 that is the break-off bracket 334 moved at a comparatively low speed, and the pressure roller 414 is rotated at a accordingly low speed or speed, so that the centrifugal clutch 414 is not brought into its engaged state. In this state, the I / O plate becomes 372 deformed while the pressure roller 414 is rotated, so that the resistance to deformation of the EA plate 372 counteracts, is relatively low. If the shock, at the steering column 301 acts, comparatively strong or large, becomes the movable portion of the column body 305 moves at a comparatively high speed and becomes the pressure roller 414 rotated at a high speed accordingly, so that the centrifugal clutch 414 is brought into its engaged state, resulting in an increase in the resistance to deformation of the EA plate 372 leads, as described above. As in the first embodiment, the resistance to deformation is increased when the moving velocity v from the movable portion of the column body 305 exceeds the predetermined limit v ₀ , as shown in the graph of 73 is shown. Thus, it is assumed that the present resistance generating device 410 also has a resistance change mechanism that is operable to provide the resistance to deformation of the EA board 372 depending on the speed of movement of the break-off bracket 334 changes, and it is believed that a shock absorbing device 450 that the resistance generating device 410 comprising a mechanism for changing the impact energy damping amount, which is operable to determine the amount of damping of the impact energy depending on the speed of axial movement of the movable portion of the column body 305 changes.

The present second embodiment is also arranged such that the U-shaped section 372a the EA plate 372 which is provided as a deformable member, relative to the urging member in the form of the pressure roller 414 emotional becomes. That is the spinning roller or pressure roller 414 acting as the lead section 385 affects, and the EA plate 372 are relative to each other at a speed that is the speed of movement of the movable portion of the column body 305 corresponds, offset in a mutually effected sliding friction contact. The state of engagement between the pressure roller 414 and the EA plate 372 is changed in response to a centrifugal force acting on the turntable 426 the centrifugal clutch 420 Acts with the pressure roller 414 is turned. The above-mentioned impact energy damping amount changing mechanism is also arranged to change the amount of shock energy impact depending on the force applied thereto without using any electrical equipment.

In the second embodiment, the pressure roller acts 414 as a movable element, more precisely a rotatable element, as the guide section 385 is provided and that is rotated when the EA plate 372 relative to the guide section 385 is offset. The second embodiment has a mechanism operable to provide rotational movement of the pressure roller 374 limited when the speed of movement of the break-off bracket 334 is relatively high. That is the centrifugal clutch 420 , the rotary levers 430 and the auxiliary rollers 436 constitute a major portion of a mechanism for limiting or preventing movement of a movable element, which mechanism is operable to control the rotational movement of the rotatable element in the form of the pressure roller 414 limited or prevented when the speed of rotation is relatively high. The movable member and the mechanism for limiting or preventing the movement of the movable member constitute a major portion of an energy damping load-changing mechanism operable to increase the impact energy damping load in response to the speed of forward movement of the break-away bracket 334 changes. This energy damping load change mechanism is arranged to increase the impact energy absorbing load when the moving speed of the forward movement of the break-away bracket increases 334 exceeds the predetermined limit.

The steering apparatus according to the present second embodiment has the same advantages as the steering apparatus according to the first embodiment, including the advantage that the energy damping load change mechanism allows the energy damping load to vary depending on the impact actually on the steering column 301 acts in the secondary collision, wherein the secondary collision occurs in the vehicle occupant with the steering wheel.

The steering apparatus according to the second embodiment may be modified such that the resistance-generating device 410 by a resistance generating device 530 is replaced by the following with reference to 75A in which a cross-sectional view is shown, that of 71 corresponds, and with reference to 75B in which a view is shown from the rear, the centrifugal stopper 542 represents in the in 75A shown resistance generating device 530 is provided.

The present resistance generating device 530 has a similar structure as the resistance generating device 410 , which in the second embodiment of the 74A and 74B is provided, and has an urging member in the form of a pressure roller 532 passing through a first bearing element 432 and a second bearing member (not shown) rotatably supported on the front end portion of the break-away bracket 334 are arranged. Like the pressure roller 414 provided in the second embodiment has the pressure roller 534 a roll section 536 and a shaft section 538 which are integrally formed with each other. The shaft section 538 is at its opposite ends by the first bearing element 532 and the second bearing member rotatably supported. The roll section 536 is formed of a metallic material and has a plurality of small protrusions 540 formed on the outer circumferential surface such that the projections 540 are evenly distributed over the entire outer peripheral surface.

Like this 75B shows, is the hub 426 , which is identical to that of the second embodiment, fixed to the end portion of the shaft portion 538 mounted on which the shaft section 538 through the first bearing element 532 is supported. The turntable 426 and the pressure roller 534 are turned as one unit. The first bearing element 532 is with a locking toothing 422 formed identical to that on the lock plate used in the second embodiment 424 is trained. That is the first bearing element 532 is equivalent to a combination of the blocking plate 424 and the corresponding bearing element of the two bearing elements 412 in the second embodiment. The turntable 426 has the rotary claw 440 and the tension spring 442. as in the second embodiment. When the speed or rotational speed of the pressure roller 534 exceeds a predetermined limit, one at the rotary jaw 440 acting centrifugal force greater than the biasing force of the tension spring 442. , so the rotary claw 440 is turned around her fixed end, what to egg ner movement of the free end of the rotary claw 440 the radially outwardly facing direction of the hub 426 leads, and to an engagement of the free end with a tooth of the locking teeth 422 leads, causing a further rotational movement of the pressure roller 534 is prevented. The first bearing element 532 , the turntable 426 , the rotary claw 440 and the tension spring 442. form the centrifugal stopper listed above 542 which is set up so that it can rotate the pressure roller 534 stops by using the centrifugal force. In other words, the centrifugal stopper acts 542 so that he's the pressure roller 534 locked. As in the second embodiment, in which the centrifugal clutch 420 not on the second bearing element 412 is provided, is the centrifugal stopper 542 not provided on the second bearing member in the present modification, that is provided so that only the shaft portion 538 the pressure roller 534 is rotatably supported on the corresponding end portion.

When the moving section of the column body 305 is released from the vehicle body and is moved axially relative to the vehicle body forward in the secondary collision of the vehicle occupant with the steering wheel, the EA plate is 372 deformed while a resistance to deformation of the EA plate 372 by the resistance generating device 530 is generated, as is the case in the fourteenth (now the second) embodiment. Also in the present embodiment, the pressure roller 534 in the forward movement of the EA plate 372 turned. When the at the steering column 301 acting impact is comparatively slight, becomes the movable portion of the column body 305 that is the break-off bracket 334 moved at a comparatively low speed, and the pressure roller 414 is rotated at a accordingly low speed or speed, so that the centrifugal stopper 542 is not brought to its operating state or intervention state. In this state, the I / O plate becomes 372 deformed while the pressure roller 414 is rotated, so that the resistance to deformation of the EA plate 372 is comparatively low. When the at the steering column 301 acting impact is comparatively strong or large becomes the movable portion of the column body 305 moved at a comparatively high speed, and the pressure roller 414 is rotated at a correspondingly high speed or speed, so that the centrifugal stopper 542 is brought into its engaged state, resulting in a stop of the rotational movement of the pressure roller 534 leads. In the presence of the projection 540 that with the EA plate 372 is kept in contact, it is required that a relatively strong force the EA plate 372 in frictional sliding contact with the protrusions 540 moved on the peripheral surface of the pressure roller 534 are formed. Therefore, the resistance to deformation of the EA plate becomes 372 elevated. The resistance generating device 530 Namely, generates an increased resistance to deformation of the EA board 372 that is, a relatively high or high impact energy dissipation load. When the centrifugal clutch 420 Once engaged, the centrifugal clutch becomes 420 locked in the engaged state, and the rotation of the pressure roller 414 is restricted (limited) so that the increased resistance is maintained as long as the impact energy is damped.

In the present modification of the second embodiment, too, the engagement state between the deformable member in the shape of the EA plate becomes 372 and the urging member in the form of the pressure roller 534 changed, and the generated resistance to deformation of the EA plate 372 is increased depending on the speed of relative movement of the I / O plate 373 and the pressure roller 534 , The relationship between the moving speed of the movable member of the column body 305 and the generated resistance is the same, as shown in the graph of 73 is shown. Thus, it is believed that the present resistance generating device 530 a resistance change mechanism that is operable to increase the resistance to deformation of the EA board 372 depending on the speed of axial movement of the steering column 301 changes, and it is believed that a shock absorbing device 550 that the resistance generating device 530 has an impact energy damping amount changing mechanism operable to adjust the amount of shock energy shock depending on the speed of axial movement of the steering column 301 changes. Furthermore, the pressure roller acts 534 as a movable element, more specifically a rotatable element, and the centrifugal stopper 542 constitutes a main portion of the mechanism for restricting or preventing movement of the movable element, which coincides with the movable element in the form of the pressure roller 534 cooperates to form a major portion of the energy damping load change mechanism operable to increase the impact energy damping load in response to the rate of forward movement of the breakaway support 334 or the steering column 301 changes. This energy damping load change mechanism is arranged to increase the impact energy absorbing load when the moving speed of the forward movement of the break-away bracket increases 334 exceeds the predetermined limit.

Fourth group of examples

below is a thirteenth, a fourteenth and a fifteenth embodiment of the present invention, which are similar to each other and which form the fourth group of examples.

Thirteenth example

The thirteenth example is described below with reference to a side view of FIG 76 in which the device is shown, a top view of 77 in which the steering column 301 shown in the apparatus, a side view of 78 in which in cross-section the steering column 301 is shown, and perspective views of 79A and 79B described in which the rear tube 318 the steering column 301 attached to the vehicle body and a shock absorbing device 600 that is provided in the device are shown. In the steering apparatus according to the present thirteenth example, the structure of the steering column 301 and the arrangement for mounting the steering column 301 on the vehicle body similar to the first embodiment. The above description of the first embodiment from the beginning to the portion shown by (* 3) applies with reference to FIGS 66 to 69 in the steering apparatus of this thirteenth example.

The shock absorbing device 600 is in the perspective views of 79A and 79B , a partial side view of 80 , A sectional side view in cross section of 81 and a view of shapes of the 82A and 82B shown. The shock absorbing device 600 is between the rear tube 318 (moving section of the column body 305 ) and the vehicle body, more specifically, between the break-away bracket 334 and the body-side mount 342 , which is attached to the reinforcement of the dashboard of the vehicle. The shock absorbing device 600 has a load generating device 604 configured to generate an impact energy absorbing load. The load generating device 604 has a deformable element in the form of an impact energy absorbing plate 610 (also referred to as an "EA plate 619 EA = Energy Absorbing), and generates the impact energy damping load based on a force required to deform the EA plate 610 to effect. The EA plate 610 is at a mounting section 611 mounted on a substantially central portion of the break-away bracket 334 when viewed in the transverse direction (in the direction of width) of the vehicle.

At the front end portion of the mounting portion 611 the breakaway bracket 334 is a guide element 612 fixedly disposed, which is formed of a resin material. The guide element 612 is a generally semi-cylindrical element and is at the front end portions of the supported plate 340 and the support element 338 the breakaway bracket 335 mounted, which are arranged one above the other. More precisely, the guide element has 612 a recessed portion in which the front end portions of the supported plate 340 and the support element 338 to sit. The guide element 612 acts as an urging element that the EA plate 372 so that urges a deformation of the EA plate 372 is effected, and it forms a guide section 613 for the mounting section 611 the breakaway bracket 334 , The mounting section 611 has a backup plate 612 on the top of the supported plate 340 rests to secure an upper arm section 610a2 the EA plate 610 ,

The EA plate 610 is a generally elongated strip formed of a metallic material and has a U-shaped section 610a , The U-shaped section 610a has a curved section 610a1 and the above-mentioned upper arm portion 6102a2 and a lower arm portion 610a3 parallel to each other from respective opposite ends of the curved section 610a1 extend in the rearward direction of the vehicle. As this is most evident in 81 is shown, is the upper arm portion 372a2 on the upper surface of the locking plate 614 supported while the lower arm portion 610a3 is located below and parallel to an upper plate portion of the support element 338 extends. The curved section 610a1 the EA plate 610 becomes in contact with the semi-cylindrical outer surface of the guide element on its inner surface 612 held. The EA plate 610 is on the mounting section 611 the breakaway bracket 334 mounted by the EA plate 610 in the rearward direction relative to the mounting portion 611 has been moved so that the mounting portion 611 through the upper and lower arm section 610a2 and 610a3 and sandwiched between them in a direction perpendicular to the planes of the arm portions. The guide element 613 sits tight in the U-shaped section 610a the EA plate 610 so as to remove the EA board 610 to prevent. The EA plate 610 further comprises an engaging portion 610b on, extending from the rear end of the upper arm section 610a2 substantially perpendicular to the plane of the upper arm portion in a direction extending from the lower arm portion 610a3 points away. In other words, the engaging portion 610b formed by the rear end portion of the upper arm 610a2 has been bent in one direction, that of the lower arm portion 610a3 points away. Like this in the 79 and 82B is shown, the engaging portion 610b generally the shape of a letter T and he is using the body-side mount 342 engageable when the breakaway bracket 334 relative to the body-side mount 342 is moved forward, as described in detail below.

The EA plate 610 is relative to the mounting section 611 the breakaway bracket 334 positioned. More specifically, the breakaway bracket has 334 a rectangular hole 616 and it has a pair of positioning and holding pieces 388 mounted on respective facing surfaces, the two opposite sides of the rectangle of the rectangular hole 616 define how this is done in 79 is shown. The two positioning and holding pieces 618 are provided as a positioning and holding device for positioning and holding the EA plate 610 in terms of breaker bracket 334 , The function of the positioning and holding pieces 618 is similar to the positioning and holding pieces 388 used in the first embodiment. In the thirteenth example, the upper arm portion is 610a2 through the underlying fuse plate 614 supported while the upper arm portion 610a2 through the positioning and holding pieces 618 is positioned and held. The T-shaped engagement section 610b the EA plate 610 has an upright portion provided with a holding portion in the form of a pivoting body 638 (described in detail below) which is engageable with the body-side bracket 342 is rotatably mounted. This upright portion has a width W1 that is less than a distance W2 between the two positioning and holding pieces 618 is like this in 79 is shown and as is the case in the first embodiment, in which the width W1 is smaller than the distance W2 between the two positioning and holding pieces 388 is.

To the body-side bracket attached to the reinforcement 342 is a U-shaped bracket 632 attached, which has a pair of arm sections 630 has, as in the 81 . 82A and 82B is shown. The arm sections 630 the U-shaped bracket 632 have respective shaft holes 634 , and a support shaft 636 is at their opposite ends in the respective shaft holes 634 attached. The swivel body 638 which is mentioned above is through the support shaft 636 rotatably supported. The swivel body 638 acts as an inertial mass and consists of a generally U-shaped main element 640 , a weight element 642 in the shape of a round rod and a cylindrical ring 644 , The U-shaped main element 640 has opposite side walls 646 on, the respective shaft holes 648 to have. The support shaft 636 extends through the shaft holes 648 and the cylindrical ring 644 , and the cylindrical ring 644 is at its opposite end surfaces on the opposite inner surfaces of the side walls 646 attached. Thus, the swivel body 638 through the holder 632 rotatably supported. The weight element 642 is at its opposite end surfaces at the free end portions of the inner surfaces of the side walls 646 attached. The swivel body 638 has a normal or original working position, that is a position in a state of equilibrium, as indicated by a solid line in the 80 and 81 is shown. 80 shows the steering column 301 how they actually attach to the vehicle body through the body-side bracket 342 mounted so that the steering column 301 is inclined. On the other hand shows 81 the positional relationship between the shock absorbing device 600 and the swivel body 638 , The swivel body 638 is about an axis of the support shaft 636 rotatable within a predetermined angular range defined by two angular positions, one of which is indicated by a two-dot chain line in FIG 81 is shown. That is the swivel body 638 is in the clockwise direction under consideration of 81 rotatable until the weight element 642 to an abutting contact with a stopper 650 arrives at the U-shaped bracket 632 is attached. The angular position of the swivel body 638 indicated by the two-dot chain line is referred to as a "stroke end position". 82A shows the swivel body 638 as it is arranged in a normal or original position while 82B the swivel body 638 arranged in its Hubendposition shows.

When the at the steering column 301 For example, when the shock applied to the vehicle exceeds a predetermined limit value in the case of a secondary collision of the vehicle occupant with the steering wheel, the movable portion of the steering column becomes 305 from the bodyside bracket 342 released and moved axially forward, that is the Aufbrechhalterung 334 is moved axially forward, as is the case in the first embodiment. In the present example, the load generation device generates 604 the shock absorbing device 600 an impact energy absorbing load depending on the operating position or position of the swing body 638 during the forward movement of the break-away bracket 334 or she does not create them. 83A shows the breakaway bracket 334 in the process of forward movement, while the swivel body 638 is arranged in the original position while 83B the breakaway bracket 334 at the moment shows, in which the engaging portion 610b the EA plate 610 in abutting contact with the connecting portion 662 of the main element 640 of the swivel body 638 passes while the swivel body 638 is arranged in its Hubendposition.

The connecting section 662 of the main element 640 connects the two side walls 646 and has a recessed holding section 664 , with which the engaging portion 610b the EA plate 610 during the forward movement of the break-away bracket 334 is engageable while the swivel body 638 is arranged in the Hubendposition. While the swivel body 638 in its normal or original position of 83A is arranged, there is the connection section 662 above the engaging portion 610b wherein the engaging portion 610b not in engagement with the holding section 664 of the connecting section 662 arrives. In this case, therefore, the EA plate 610 with the breakaway bracket 334 moved forward without the EA plate 610 deformed. Thus, the load generating device generates 604 no impact energy damping load when the swivel body 638 is arranged in the original position. When the swivel body 638 has been rotated from the original position by more than a predetermined angle to the stroke end position, as shown in FIG 83B is shown, the engaging portion 610b the EA plate 610 in engagement with the holding section 664 of the connecting section 662 of the main element 640 of the swivel body 638 brought. As this engagement of the engagement portion 610 with the holding section 664 another forward movement of the EA plate 610 relative to the body-side mount 342 (U-shaped bracket 632 ) prevents the U-shaped section 610a the EA plate 610 in a pressure sliding contact with the guide element 312 deformed. That is the EA plate 610 is deformed while relative to the breaker bracket 334 is offset, so that the load generating device 604 generates an impact energy dissipation load based on a force required to effect the deformation.

In the event of a collision of the vehicle with any object, the inertial mass will be in the form of the pivoting body 368 offset, more precisely, rotated by an inertial force. The angle of rotation of the swivel body 368 is determined not only by the inertial force, but also by gravity, which also on the swivel body 638 so that the rotation is prevented. That is, the angle of rotation depends on the magnitude of the impact acting on the vehicle in its collision. In this regard, it is believed that the load generating device 604 an inertial mass displacing device adapted to allow the inertial mass to be displaced depending on the magnitude of the shock applied to the vehicle body. The load generating device 604 generates an impact energy absorbing load when the magnitude of the impact applied to the vehicle body is greater than a threshold above which the rotational angle of the pivot body 638 is sufficient to allow the engaging portion 610b the EA plate 610 with the holding section 664 engages, which on the swivel body 638 is provided.

The load generating device 604 the shock absorbing device 600 has a first element or an urging element in the form of the guide element 612 that is not relative to the moving element of the column body 305 is movable, and a second element or a deformable element in the shape of the EA plate 610 which is moved relative to and in sliding contact with the urging body when the movable member is moved while preventing the deformable member from being moved relative to the vehicle body. The load generating device 604 generates a shock absorbing load based on a force required to cause deformation of the deformable member during its movement relative to the urging member. The movement of the deformable member relative to the vehicle body becomes dependent on the displacement amount of the inertial mass in the shape of the pivot body 638 allows or prevents, so that by the load generating device 604 generated impact energy damping load is changed in two steps. That is, it is assumed that the present load generating device 604 an energy damping load change mechanism configured to set the impact energy damping load in accordance with the displacement amount of the inertial mass 638 changes. Furthermore, it is assumed that the shock absorbing device 600 that this load generating device 604 , a mechanism for changing the impact energy attenuation amount configured to change the amount of the shock energy attenuation in response to the inertial mass offset amount.

In the present steering apparatus, the swivel body 638 that with the EA plate 610 engageable holding section 664 supported by the vehicle body so supported that the swivel body 638 undergoes an offset in the form of a rotational movement due to an inertial force such that the amount of rotational movement changes with the magnitude of the impact acting on the vehicle body in the event of a collision of the vehicle. The engaging section 610b the EA plate 610 is engaged with the holding portion 664 then brought when the amount of rotational movement (the offset) of the swivel body 638 is greater than a predetermined threshold. In this regard is ange ange Assuming that the present steering apparatus has an engagement adjustment mechanism that is configured to control the engagement of the engagement portion 610b with the swivel body 638 allows or prevents.

The steering device according to the present thirteenth Example has several advantages including the advantages [1] to [6], [13] and [17] of the first example and an additional one Advantage in that the mechanism described above to change the impact energy damping amount or the engagement adjustment mechanism is the damping of the impact energy dependent on made possible by the size of the shock, which is generated at the collision of the vehicle.

The swivel body 638 holding the holding section 664 and which is applied to the thirteenth example can be modified as shown in FIG 84 is shown. In a steering device of 84 According to this modification of the thirteenth example, one of the opposite end portions of the support shaft extends 636 from the corresponding arm portion 630 the U-shaped bracket 632 in the direction away from the other end portion. A feather 670 is at the above-mentioned one end portion of the support shaft 636 arranged so that they are the swivel body 638 in the counterclockwise direction from viewing 84 biased, as shown by an arrow with a dashed line in the drawing. The above-mentioned arm portion 630 is with a stopper 672 so provided that the main element 640 of the swivel body 638 normally in abutting contact with the stopper 672 is held so as to the normal or original position of the swivel body 638 define. With this arrangement, the rotation of the pivotal body takes place in the clockwise direction 638 then prevented when the shock acting on the vehicle body in a collision of the vehicle is relatively low. The above-described inertial mass displacement device may have incorporated a one-way mechanism or one-way clutch mechanism (not shown) configured to make a counterclockwise rotational movement of the swing body 638 back to the original position after the clockwise rotational movement is prevented by the inertial force at the collision of the vehicle. In the thirteenth example, there is substantially no energy attenuation load by the load generating device 604 then generated when the engaging portion 610b the EA plate 610 not in engagement with the swivel body 638 that is, when the impact applied to the vehicle body is less than the predetermined threshold. However, a base impact energy damping load may be provided by a device other than the load generation device 604 be generated, for example by a friction coefficient of the panel 322 (described above with reference to the first embodiment) connected between the front tube 320 and the rear tube 318 is arranged, or a gap between these two tubes 320 and 318 is set.

Fourteenth example

With reference to the 85 and 86 is an energy-absorbing plate (an EA plate) 710 shown at the breaker bracket 334 is mounted in a steering apparatus according to the fourteenth example. The structure for mounting the I / O plate 710 at the break-off bracket 334 in this fourteenth example differs from that of the thirteenth example. In other respects, the steering apparatus of the fourteenth example is identical to the thirteenth example and has various advantages including the advantages of the thirteenth example.

In the present steering apparatus, the mounting portion 611 the breakaway bracket 334 not the guide element 612 , The mounting section 611 has the supported plate 340 and the support element 338 on, the base sections of the breakaway bracket 334 are and which are arranged one above the other. In this example, the supported plate 340 a generally U-shaped protruding portion (a semi-cylindrical portion) 700 in, in which the front end portion of the support element 338 is housed.

As with the EA plate 610 , which is applied to the thirteenth example, has the EA plate 710 a U-shaped section 710a and an engaging portion 710b on. The U-shaped section 710a consists of a curved section 710a1 an upper arm section 710a2 and a lower arm portion 710a3 , and the engaging portion 710b is formed by the rear end portion of the upper arm portion 710a2 has been bent upwards. The EA plate 710 is on the mounting section 611 mounted so that the curved section 710a1 on its inner surface in close contact with the semi-cylindrical outer surface of the U-shaped projecting portion 700 the supported plate 340 is held. If the breaker bracket 334 is moved axially forward relative to the vehicle body, while the engaging portion 710b the EA plate 710 is held in engagement with the holding portion of the body-side bracket, the EA plate 710 in a pressure sliding contact with the outer surface of the U-shaped protruding portion 700 deformed. In the present example, the U-shaped protruding Ab cut 700 as the guide section 613 of the mounting section 611 ,

The upper arm section 710a2 the EA plate 710 has a pair of tabs or eyes whose front end portions are bent obliquely downward to a pair of engagement claws 710a4 train. On the other hand, the supported plate has 340 the breakaway bracket 334 a rectangular hole 714 such that the upper arm portion 710a2 in terms of breaker bracket 334 is positioned and held so that the engagement claws 710a4 in engagement with the front side wall of the rectangular hole 714 being held. Thus, the pair acts from the engagement claws 710a4 as a positioning and holding device for positioning and holding the I / O plate 710 in terms of breaker bracket 334 , The EA plate 710 can with ease on the mounting section 611 be mounted by the EA plate 710 in the rearward direction relative to the break-away bracket 344 is moved so that the mounting portion 611 through the upper and lower arm portions 711a2 and 711a3 and sandwiched between them. It should be noted here that the dimension of the rectangular hole 712 in the transverse direction of the vehicle by an appropriate amount larger than a distance between the side end surfaces of the engagement claws 710a4 is, so the position of the EA plate 710 (upper arm section 710a2 ) relative to the mounting portion 611 (supported plate 340 ) in the transverse direction of the vehicle can be adjusted within a distance range corresponding to the above-indicated amount.

The following will be on 87 Reference is made, in a modification of the mounting portion 611 which is applied to the fourteenth example. In this modification has the supported plate 340 a curved projecting section 702 coming from the front end of the support element 338 projects. The curved protruding section 702 has a curved end with a surface that matches the front end side of the support element 338 in contact. This curved protruding section 702 acts as the lead section 613 of the mounting section 611 ,

fifteenth example

88 shows an energy absorption plate (EA plate) 740 mounted on a portion of the vehicle body in a shock absorbing steering apparatus constructed according to a fifteenth example. While the EA plates used in all previous embodiments are mounted on the break-away bracket, the ones on the steering column 301 is attached, the applied in the present fifteenth example EA plate 740 on the bodyside bracket 342 mounted, which is fixed to the vehicle body. In other respects, the steering apparatus of the fifteenth example is identical to the thirteenth example.

In the present steering apparatus, the body-side bracket 342 with a channel-shaped mounting element 730 provided that a mounting section 732 having. This mounting section 732 is a rear end portion of an approximately central portion of the mounting element 730 under consideration in the transverse direction of the vehicle. A U-shaped guide element 734 sits on the rear end portion of the mounting portion 732 , As with the EA plate 610 used in the fifteenth embodiment has the EA board 740 a U-shaped section 740a that has a curved section 740a1 having. The EA plate 740 is on the mounting section 732 mounted so that the curved section 740a1 on its inner surface in contact with the semi-cylindrical outer surface of the guide element 734 is held as a leadership section 736 of the mounting element 732 acts, and such that the guide element 734 through the upper and lower arm portions 740a2 and 740a3 the EA plate 740 and sandwiched between these arm portions. The EA plate 740 has a T-shaped engagement portion 740b formed so that the front end portion of the lower arm portion 740a3 has been bent down.

At a portion of the upper surface of the supported element 340 the breakaway bracket 334 attached to the steering body 305 is fixed, this section being below the lower arm portion 740a3 the EA plate 740 is a holding element 752 provided fixed, which has a recess portion 750 having a recess which is open in the forward direction of the vehicle. This deepening section 750 acts as a holding portion with which the engaging portion 740b the EA plate 740 then engageable when the movable portion of the column body 305 (Aufbrechhalterung 344 ) axially relative to the vehicle body (bodyside mount 342 ) is moved. The column body 305 is on the vehicle body via the breakaway bracket 334 and the body-side mount 342 mounted such that a free-running distance L2 between the engaging portion 740b and the recessed section 750 (Holding section) is present.

When the moving section of the column body 305 is moved axially relative to the vehicle body after the holding element 752 for engagement with the engaging portion 740b the EA plate 740 in the case of secondary collision has been brought, the EA plate becomes 740 in a pressure sliding contact with the guide element 734 (Führungsab cut 736 ), and the impact generated in the secondary collision is caused by the deformation of the EA plate 740 attenuated. In the present fifteenth example, an impact energy absorbing member is in the form of the EA plate 740 mounted on a portion of the vehicle body, while the holding portion associated with the engaging portion 740b the impact energy absorbing element is engageable on the steering column is provided. This example is also capable of effectively damping the impact energy in the secondary collision, and in this example, various technical features provided in the above-described embodiments and examples and their modifications described above can be incorporated.

Claims (4)

Shock absorbing steering apparatus for use with a motor vehicle, comprising: (i) a steering column (10); 301 ) to be attached to a portion of a body of the vehicle such that the steering column ( 301 ) is detachable from the body of the vehicle and is movable in a forward direction of the vehicle in the event of a secondary collision of an occupant of the vehicle in a collision of the vehicle, either the steering column ( 301 ) or the portion of the body of the vehicle has a mounting portion (FIG. 325 ), and the other portion that is this portion of the body of the vehicle or the steering column ( 301 ) a holding section ( 342a ), and (ii) an impact energy absorbing element ( 372 ) mounted on the mounting section ( 375 ), wherein the impact energy absorbing element ( 372 ) an engaging portion ( 372b ), which is connected to the holding section ( 342a ) is engageable, wherein the impact energy absorbing element ( 372 ) is deformable when the steering column ( 301 ) is moved in the forward direction of the vehicle, while the engaging portion (FIG. 372b ) in engagement with the holding section ( 342a ), whereby the impact energy damping element ( 372 ) attenuates an impact energy generated by the secondary collision, the shock-absorbing apparatus being characterized by further comprising: an energy attenuation load changing mechanism (10); 370 . 410 . 530 ) operable to generate an impact energy absorbing load generated by deformation from the impact energy absorbing element (10). 372 ), changes depending on the speed of movement of the steering column ( 301 ) in the forward direction of the vehicle relative to the portion of the body of the vehicle. A shock absorbing steering apparatus according to claim 1, wherein said energy damping load changing mechanism (15) 370 . 410 . 530 ) the impact energy damping load increases with an increase in the speed of movement of the steering column ( 301 ). A shock absorbing steering apparatus according to claim 1 or 2, wherein the energy damping load change mechanism ( 370 . 410 . 530 ) changes the impact energy damping load such that the impact energy damping load is greater when the speed of movement of the steering column ( 301 ) is higher than a predetermined limit value than in the case where the speed is not higher than the predetermined limit value. A shock absorbing steering apparatus according to any one of claims 1 to 3, wherein the energy damping load change mechanism ( 370 . 410 . 530 ) the impact energy absorbing load changes by changing a resistance to deformation from the impact energy absorbing element (FIG. 372 ).